WO2012144151A1 - Vehicle temperature adjusting apparatus, and vehicle-mounted thermal system - Google Patents
Vehicle temperature adjusting apparatus, and vehicle-mounted thermal system Download PDFInfo
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- WO2012144151A1 WO2012144151A1 PCT/JP2012/002422 JP2012002422W WO2012144151A1 WO 2012144151 A1 WO2012144151 A1 WO 2012144151A1 JP 2012002422 W JP2012002422 W JP 2012002422W WO 2012144151 A1 WO2012144151 A1 WO 2012144151A1
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- heat
- temperature
- refrigerant
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- heat exchanger
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
- B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
- B60L53/14—Conductive energy transfer
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/00492—Heating, cooling or ventilating [HVAC] devices comprising regenerative heating or cooling means, e.g. heat accumulators
- B60H1/00499—Heat or cold storage without phase change including solid bodies, e.g. batteries
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
- B60H1/00814—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation
- B60H1/00878—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices
- B60H1/00899—Controlling the flow of liquid in a heat pump system
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L1/00—Supplying electric power to auxiliary equipment of vehicles
- B60L1/003—Supplying electric power to auxiliary equipment of vehicles to auxiliary motors, e.g. for pumps, compressors
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L1/00—Supplying electric power to auxiliary equipment of vehicles
- B60L1/02—Supplying electric power to auxiliary equipment of vehicles to electric heating circuits
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L1/00—Supplying electric power to auxiliary equipment of vehicles
- B60L1/02—Supplying electric power to auxiliary equipment of vehicles to electric heating circuits
- B60L1/04—Supplying electric power to auxiliary equipment of vehicles to electric heating circuits fed by the power supply line
- B60L1/06—Supplying electric power to auxiliary equipment of vehicles to electric heating circuits fed by the power supply line using only one supply
- B60L1/08—Methods and devices for control or regulation
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- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
- B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
- B60L58/26—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by cooling
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
- B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
- B60L58/27—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by heating
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
- B60H1/00814—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation
- B60H1/00878—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices
- B60H2001/00928—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices comprising a secondary circuit
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
- B60H1/00814—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation
- B60H1/00878—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices
- B60H2001/00949—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices comprising additional heating/cooling sources, e.g. second evaporator
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- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/10—Vehicle control parameters
- B60L2240/34—Cabin temperature
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/10—Vehicle control parameters
- B60L2240/36—Temperature of vehicle components or parts
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/54—Drive Train control parameters related to batteries
- B60L2240/545—Temperature
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/60—Navigation input
- B60L2240/66—Ambient conditions
- B60L2240/662—Temperature
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2250/00—Driver interactions
- B60L2250/12—Driver interactions by confirmation, e.g. of the input
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2270/00—Problem solutions or means not otherwise provided for
- B60L2270/44—Heat storages, e.g. for cabin heating
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2270/00—Problem solutions or means not otherwise provided for
- B60L2270/46—Heat pumps, e.g. for cabin heating
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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- Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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Definitions
- the present disclosure relates to a vehicle temperature adjustment device that adjusts the temperature of at least one of air in a vehicle interior and vehicle components, and an in-vehicle thermal system.
- an electric vehicle such as an electric vehicle or a hybrid vehicle travels by driving a motor with electric energy stored in a power storage device such as a battery.
- the electric energy required for air conditioning is also obtained from the battery.
- the air conditioning requires a large amount of power, which may reduce the cruising distance.
- Patent Document 1 proposes a technique for storing heat (thermal energy) in a regenerator or a heat accumulator and using it during traveling. And increase the mounting space.
- Patent Documents 2 to 4 propose a technique for storing heat (heat energy) using a heat capacity element such as a battery instead of a regenerator or a regenerator.
- Patent Document 2 describes a technology in which heat generated from a battery is introduced into a passenger compartment and used for assisting in heating capacity.
- Patent Documents 3 and 4 describe techniques for warming up a battery and storing thermal energy by using a heat generation promotion unit by resistance of the battery during charging or switching element switching.
- a technique for using air conditioned in a house to control the temperature of the battery through a hose or the like is also described.
- a technique in which a battery container includes a cold storage material cools the battery in a refrigeration cycle during charging, stores cold heat (cold air energy), and cools vehicle interior air via cooling water during traveling.
- Patent Document 2 the heat generated from the battery during running or charging is used for heating. Especially in the winter season when heating performance is required, the battery temperature does not rise and the temperature difference from the air in the passenger compartment is In some cases, sufficient heating capacity cannot be obtained.
- Patent Document 2 describes a configuration when applied to heating, but does not describe, for example, a configuration for storing cold heat using a battery as a regenerator and using it for cooling.
- the heat generated by the battery during traveling or charging is used for air conditioning.
- the battery is not used for positively storing warm / cold heat, and the heat capacity of the large-capacity battery is sufficient. Is not fully used.
- Patent Documents 3 and 4 describe a method for storing heat (thermal energy) in a battery (heat capacity element) during charging, but a method for storing heat remaining in the vehicle in a traveling component such as a battery. It has not been. Patent Documents 3 and 4 describe a control flow for pre-air conditioning, but do not describe a control flow for storing heat (thermal energy) in a battery (heat capacity element).
- JP 2000-059918 A Japanese Patent Laid-Open No. 5-178070 JP 2008-92696 A JP 2010-268683 A
- Another object of the present disclosure is to provide a vehicle temperature adjustment device that can effectively adjust the temperature using a heat capacity element.
- Another object of the present invention is to provide an in-vehicle heat system that uses cold energy stored in a secondary battery to reduce power required for air conditioning in a vehicle interior.
- the vehicle temperature adjustment device that uses at least one of the air in the passenger compartment and the vehicle components as a temperature adjustment object absorbs heat from the low-temperature side and the heat capacity element capable of storing heat.
- a refrigeration cycle that dissipates heat to the high temperature side, a heat exchange unit that exchanges heat accumulated in the heat capacity element with the refrigerant of the refrigeration cycle, and a heat application unit that applies the heat of the refrigerant of the refrigeration cycle to the temperature adjustment object.
- heat stored in the heat capacity element is exchanged with the refrigerant of the refrigeration cycle, the heat stored in the heat capacity element can be utilized even when the temperature difference between the heat capacity element and the temperature adjustment object is small. Therefore, the temperature can be effectively adjusted using the heat capacity element.
- heat is meant to include both hot and cold.
- the vehicle temperature adjustment device that uses at least one of air in the passenger compartment and vehicle components as a temperature adjustment target is stored in the heat capacity element and the heat capacity element.
- Heat application part for applying heat to the temperature adjustment object, accumulation of heat in the heat capacity element, and intermittent part for applying heat to the temperature adjustment object by the heat application part, and accumulation of heat in the heat capacity element
- a control device that controls the intermittent portion based on the determination result. Further, when the control device determines that heat needs to be accumulated in the heat capacity element, heat is first accumulated in the heat capacity element, and then the heat accumulated in the heat capacity element is intermittently applied to the temperature adjustment object. Control part.
- accumulation of heat to the heat capacity element and application of heat to the temperature adjustment object can be appropriately performed, so that the temperature can be effectively adjusted using the heat capacity element.
- the in-vehicle heat system includes a battery heat exchanger that exchanges heat between the secondary battery and the cooling medium, and a condenser that constitutes a refrigeration cycle apparatus for an air conditioner that circulates a refrigerant.
- a refrigerant cooling heat exchanger that cools the refrigerant flowing from the refrigerant to the decompressor with the cooling medium, a pump that circulates the cooling medium between the battery heat exchanger and the refrigerant cooling heat exchanger, and the battery Any of a bypass passage for guiding the cooling medium exiting from the heat exchanger to the inlet side of the battery heat exchanger, bypassing the refrigerant cooling heat exchanger, and the bypass passage and the refrigerant cooling heat exchanger A first valve that opens between the battery heat exchanger, and closes the battery heat exchanger with the other one of the bypass passage and the refrigerant cooling heat exchanger, and the battery heat exchanger, Cooling to cool the cooling medium And when the secondary battery is charged by a charger, the cooling medium is cooled by the cooler and the space between the bypass passage and the battery heat exchanger is opened.
- a first control unit that controls the first valve so as to form a closed circuit in which the cooling medium circulates by the bypass passage and the pump; a first temperature acquisition unit that acquires a temperature of the cooling medium; A second temperature acquisition unit that acquires the temperature of the refrigerant flowing from the condenser to the decompressor, and whether the temperature acquired by the first temperature acquisition unit is lower than the temperature acquired by the second temperature acquisition unit A first determination unit that determines whether or not a temperature acquired by the first temperature acquisition unit after execution of the first control unit is lower than a temperature acquired by the second temperature acquisition unit; When the department judges A closed circuit in which the cooling medium is circulated by the battery heat exchanger, the refrigerant cooling heat exchanger, and the pump is formed by opening a gap between the battery heat exchanger and the refrigerant cooling heat exchanger. And a second control unit for controlling the first valve.
- a closed circuit in which the cooler cools the cooling medium and the cooling medium is circulated by the battery heat exchanger, the bypass passage, and the pump. For this reason, cold heat can be stored in the cooling medium and the secondary battery.
- a closed circuit in which the cooling medium circulates is configured by the battery heat exchanger, the refrigerant cooling heat exchanger, and the pump. For this reason, in the heat exchanger for cooling a refrigerant, the refrigerant can be cooled using the cooling medium and the cold heat stored in the battery.
- the degree of supercooling of the refrigerant coming out of the condenser can be increased, and the efficiency of the refrigeration cycle apparatus for an air conditioner can be increased. Therefore, the energy for driving the compressor which comprises the refrigerating-cycle apparatus for air conditioners can be reduced. As described above, it is possible to reduce the power required for vehicle interior air conditioning by utilizing the cold energy stored in the secondary battery.
- 1 is an overall configuration diagram of a vehicle temperature control device in a first embodiment. It is a figure explaining the action
- (A), (b), (c) is a whole block diagram which shows the structural example of the temperature control apparatus for vehicles in 3rd Embodiment, respectively. It is a whole block diagram of the vehicle temperature control apparatus in 4th Embodiment. It is a whole block diagram of the temperature control apparatus for vehicles in 5th Embodiment. It is a flowchart which shows the principal part of the control processing in 6th Embodiment. It is a figure which shows the output characteristic image of a lithium ion battery. (A), (b) is a figure which shows the image of battery temperature and target battery temperature. It is a whole block diagram of the temperature control apparatus for vehicles in 7th Embodiment.
- (A), (b) is a circuit diagram which shows the switching mode structure of the four-way valve in 7th Embodiment.
- (A), (b), (c) is a figure explaining the operation
- FIG. 1 is an overall configuration diagram of a vehicle temperature control apparatus according to the present embodiment.
- the vehicle temperature adjustment device in the present embodiment is used as a vehicle air conditioner, and air in the passenger compartment is used as a temperature adjustment object.
- the vehicle temperature adjustment device in the present embodiment is used as a vehicle air conditioner for a plug-in hybrid vehicle (electric vehicle).
- a plug-in hybrid vehicle is a hybrid vehicle that obtains driving force for driving a vehicle from an engine (internal combustion engine) and an electric motor for driving, and uses a secondary battery (electric power supplied from an external power source (commercial power source) when the vehicle stops. It is a vehicle that can charge a high voltage battery.
- the vehicle temperature adjustment device in the present embodiment is not equipped with not only a plug-in hybrid vehicle but also a hybrid vehicle (electric vehicle) that charges a secondary battery with the power of the engine and an engine by various modifications.
- the present invention can also be used for an electric vehicle (electric vehicle), a vehicle (non-electric vehicle) in which a traveling electric motor is not mounted.
- the vehicle temperature control device includes a battery coolant circuit 10 (heat transport section) and a refrigeration cycle 11 (heat pump cycle).
- Battery cooling water circuit 10 is a circuit in which cooling water (battery cooling water) for cooling secondary battery 1 (power storage device) circulates.
- the secondary battery 1 supplies electric power for traveling to the electric motor for traveling.
- a lithium ion battery is used as the secondary battery 1.
- the charger 2 can be connected to the secondary battery 1.
- the charger 2 is used when charging the secondary battery 1 with power (external power) supplied from an external power source.
- the secondary battery 1 is also used as a heat capacity element (heat mass, heat storage element) capable of storing heat (hot and cold), and is recharged by cooling water circulating in the battery cooling water circuit 10. 1 is heated and cooled.
- heat capacity element heat mass, heat storage element
- the battery cooling water circuit 10 is provided with a battery cooling water pump 12 for circulating the cooling water.
- the battery cooling water pump 12 is constituted by an electric water pump, and the rotation speed (cooling water flow rate) is controlled by a control signal output from the control device 13.
- the first water refrigerant heat exchanger 14 (heat exchange unit) is connected to the cooling water outlet side of the battery cooling water pump 12 and the cooling water inlet side of the secondary battery 1.
- the first water refrigerant heat exchanger 14 is a heat exchanger that exchanges heat between the cooling water of the battery cooling water circuit 10 and the low-pressure side refrigerant of the refrigeration cycle 11.
- a heater core 15 (second heat applying unit) and a second water refrigerant heat exchanger 16 (heat exchanging unit) are arranged in parallel. It is connected to the.
- the heater core 15 is disposed in the air conditioning case 18 of the indoor air conditioning unit 17 and heat exchanges heat exchange between the cooling water of the battery cooling water circuit 10 and the air blown into the vehicle interior that has passed through the indoor evaporator 19 of the refrigeration cycle 11. It is.
- the cooling water flow to the heater core 15 is interrupted by the cooling water first electromagnetic valve 20 (switching portion, interrupting portion).
- the second water refrigerant heat exchanger 16 is a heat exchanger that exchanges heat between the cooling water of the battery cooling water circuit 10 and the high-pressure side refrigerant of the refrigeration cycle 11.
- the coolant flow to the second water-refrigerant heat exchanger 16 is interrupted by the coolant second electromagnetic valve 21 (switching portion, interrupting portion).
- the cooling water flowing out from the secondary battery 1 bypasses the heater core 15 and the second water-refrigerant heat exchanger 16 so as to bypass the cooling water inlet side of the battery cooling water pump 12.
- a first bypass cooling water passage 22 and a second bypass cooling water passage 23 are connected in parallel.
- a battery cooling radiator 24 is disposed in the first bypass cooling water passage 22.
- the battery cooling radiator 24 is a heat exchanger that cools the cooling water by dissipating the cooling water flowing through the inside to the outside air.
- a first three-way valve 25 for switching the refrigerant flow path is provided at the inlet of the first bypass cooling water passage 22.
- a second three-way valve 26 (switching portion, intermittent portion) for switching the refrigerant flow path is also provided at the inlet portion of the second bypass cooling water passage 23.
- the opening and closing operations of the first and second electromagnetic valves 20 and 21 for cooling water and the first and second three-way valves 25 and 26 are controlled by a control signal output from the control device 13.
- the refrigeration cycle 11 is a heat cycle device that absorbs heat from the low temperature side and dissipates heat to the high temperature side, and functions to cool or heat the air blown into the vehicle interior that is the air-conditioning target space.
- the refrigeration cycle 11 also functions as a heat generation unit that generates heat (hot and cold) accumulated in the secondary battery 1.
- the compressor 30 sucks refrigerant, compresses it, and discharges it.
- the compressor 30 is arranged in the hood of the vehicle.
- the compressor 30 is an electric compressor configured by accommodating a compression mechanism and an electric motor inside a housing forming an outer shell thereof.
- the operation (rotation speed) of the electric motor of the compressor 30 is controlled by a control signal output from the control device 13, and the refrigerant discharge capacity of the compressor 30 is changed by the rotation speed control.
- the electric motor may adopt either an AC motor or a DC motor.
- the compression mechanism of the compressor 30 can employ various types such as a scroll type compression mechanism, a vane type compression mechanism, and a rolling piston type compression mechanism.
- the refrigerant inlet side of the second water refrigerant heat exchanger 16 is connected to the discharge side of the compressor 30.
- the refrigerant outlet side of the indoor condenser 31 (heat application part) is connected to the refrigerant outlet side of the second water refrigerant heat exchanger 16.
- the indoor condenser 31 is arranged in the air conditioning case 18 of the indoor air conditioning unit 17 on the downstream side of the air flow in the vehicle interior of the heater core 15, dissipates the high-pressure refrigerant discharged from the compressor 30, and the indoor evaporator 19. It functions as a heat radiator that heats the air blown into the passenger compartment.
- the refrigerant outlet side of the indoor condenser 31 is connected to the refrigerant inlet side of the first expansion valve 32 for reducing the pressure of the high-pressure refrigerant flowing out of the indoor condenser 31 until it becomes an intermediate-pressure refrigerant.
- the refrigerant inlet side of the outdoor heat exchanger 33 is connected to the refrigerant outlet side of the first expansion valve 32.
- the outdoor heat exchanger 33 is disposed in the hood of the vehicle, and exchanges heat between the low-pressure refrigerant circulating inside and the outside air blown from the blower fan 34.
- the operation (air flow rate) of the blower fan 34 is controlled by a control signal output from the control device 13.
- the outdoor heat exchanger 33 functions as an evaporator that evaporates the low-pressure refrigerant and exerts an endothermic effect, and functions as a radiator that radiates heat from the high-pressure refrigerant in the cooling mode (cooling operation).
- An expansion valve bypass passage 35 is connected to the refrigerant outlet side of the indoor condenser 31 to guide the refrigerant flowing out of the indoor condenser 31 to the refrigerant inlet side of the outdoor heat exchanger 33 by bypassing the first expansion valve 32. ing.
- the expansion valve bypass passage 35 is opened and closed by a refrigerant first electromagnetic valve 36.
- the refrigerant inlet side of the second expansion valve 37 is connected to the refrigerant outlet side of the outdoor heat exchanger 33.
- the second expansion valve 37 is a decompressor that decompresses the refrigerant flowing out of the outdoor heat exchanger 33 in the cooling mode.
- the refrigerant inlet side of the second expansion valve 37 is opened and closed by a refrigerant second electromagnetic valve 38.
- the refrigerant inlet side of the indoor evaporator 19 is connected to the outlet side of the second expansion valve 37. Therefore, the refrigerant depressurized by the second expansion valve 37 flows into the indoor evaporator 19.
- the indoor evaporator 19 is arranged in the air conditioning case 18 of the indoor air conditioning unit 17 on the upstream side of the air flow in the vehicle interior of the heater core 15 and the indoor condenser 31, and evaporates the refrigerant flowing through the interior in the cooling mode.
- the air blown into the passenger compartment is cooled by exerting an endothermic effect.
- the inlet side of the accumulator 39 is connected to the outlet side of the indoor evaporator 19.
- the accumulator 39 is a low-pressure side gas-liquid separator that separates the gas-liquid refrigerant flowing into the accumulator 39 and stores excess refrigerant.
- the suction side of the compressor 30 is connected to the gas-phase refrigerant outlet of the accumulator 39.
- a first bypass refrigerant passage that guides the refrigerant flowing out of the outdoor heat exchanger 33 to the inlet side of the accumulator 39 by bypassing the second expansion valve 37 and the indoor evaporator 19. 40 and the second bypass refrigerant passage 41 are connected in parallel.
- the first bypass refrigerant passage 40 is opened and closed by a refrigerant third electromagnetic valve 42.
- the second bypass refrigerant passage 41 is opened and closed by a refrigerant fourth solenoid valve 43.
- a third expansion valve 44 is provided in the first bypass refrigerant passage 40.
- the third expansion valve 44 is a decompressor that decompresses the refrigerant flowing out of the outdoor heat exchanger 33.
- a first water refrigerant heat exchanger 14 is provided on the refrigerant outlet side of the third expansion valve 44 in the first bypass refrigerant passage 40.
- the first to fourth solenoid valves 36, 38, 42, 43 for refrigerant are controlled to open and close by a control signal output from the control device 13.
- the indoor air-conditioning unit 17 is arranged inside the instrument panel (instrument panel) at the foremost part of the vehicle interior, forms an outer shell of the indoor air-conditioning unit 17 and is blown into the vehicle interior inside the vehicle interior.
- the air conditioning case 18 that forms the air passage is provided.
- etc., Are accommodated in this air path.
- an inside / outside air switching device (not shown) for switching and introducing vehicle interior air (inside air) and outside air is arranged.
- This inside / outside air switching device continuously adjusts the opening area of the inside air introduction port for introducing the inside air into the air conditioning case 18 and the outside air introduction port for introducing the outside air by the inside / outside air switching door, so that the air volume of the inside air and the outside air can be reduced.
- the air volume ratio with the air volume is continuously changed.
- a blower 45 that blows air sucked through the inside / outside air switching device toward the passenger compartment is arranged on the downstream side of the air flow of the inside / outside air switching device.
- the blower 45 is an electric blower that drives a centrifugal multiblade fan (sirocco fan) with an electric motor, and the number of rotations (air flow rate) is controlled by a control voltage output from the control device 13.
- the indoor evaporator 19 On the downstream side of the air flow of the blower 45, the indoor evaporator 19, the heater core 15, and the indoor condenser 31 are arranged in this order in the direction of the blown air flow.
- bypass passage through which the blown air that has passed through the indoor evaporator 19 bypasses the heater core 15 and a bypass passage that bypasses the indoor condenser 31.
- an air volume adjusting door 46 for adjusting the air volume passing through the indoor condenser 31 is disposed.
- the air volume adjusting door 46 is driven by a servo motor (not shown), and the operation of the servo motor is controlled by a control signal output from the control device 13.
- an opening for blowing the air that has passed through the indoor evaporator 19, the heater core 15, and the indoor condenser 31 to the vehicle interior that is the cooling target space is disposed.
- the opening includes a defroster opening that blows conditioned air toward the inner surface of the vehicle front window glass, a face opening that blows conditioned air toward the upper body of the passenger in the vehicle interior, A foot opening or the like that blows air-conditioned air toward the feet is provided.
- a defroster door that adjusts the opening area of the defroster opening is arranged in the defroster opening, and a face door that adjusts the opening area of the face opening is arranged in the face opening, A foot door that adjusts the opening area of the foot opening is disposed in the foot opening.
- defroster doors, face doors, and foot doors constitute a blowing mode switching unit that switches the blowing mode, and are driven by a servo motor (not shown) via a link mechanism or the like. The operation is controlled by the output control signal.
- the defroster opening, the face opening, and the foot opening are respectively connected to a face air outlet, a foot air outlet, and a defroster air outlet provided in the passenger compartment through a duct that forms an air passage.
- the control device 13 is composed of a well-known microcomputer including a CPU, ROM, RAM, etc. and its peripheral circuits, and performs various calculations and processing based on an air conditioning control program stored in the ROM, and is connected to the output side.
- Various control devices battery cooling water pump 12, cooling water first and second solenoid valves 20, 21, first and second three-way valves 25 and 26, compressor 30, refrigerant first to fourth solenoid valves 36, 38, 42, 43, blower 45, etc.).
- a battery temperature sensor 50 that detects the temperature of the secondary battery 1 and a battery coolant temperature sensor 51 that detects the coolant temperature on the outlet side of the secondary battery 1 are connected to the input side of the control device 13.
- an inside air sensor that detects the temperature inside the vehicle
- an outside air sensor that detects the outside air temperature
- a solar radiation sensor that detects the amount of solar radiation in the vehicle interior
- the temperature of air blown from the indoor evaporator 19 Various air conditioning controls such as an evaporator temperature sensor for detecting the compressor temperature), a discharge pressure sensor for detecting the high-pressure refrigerant pressure discharged from the compressor 30, and a suction pressure sensor for detecting the suction refrigerant pressure sucked into the compressor 30. Sensor groups for the above are connected.
- an operation panel (not shown) disposed near the instrument panel in front of the passenger compartment is connected to the input side of the control device 13, and operation signals from various air conditioning operation switches provided on the operation panel are received. Entered.
- the various air conditioning operation switches provided on the operation panel specifically, an operation switch of a vehicle air conditioner, a vehicle interior temperature setting switch for setting the vehicle interior temperature, a selection switch between a cooling mode and a heating mode, and the like are provided. ing.
- control device 13 is configured integrally with a control unit that controls the operation of various air-conditioning control devices connected to the output side thereof, but the control unit that controls the operation of each control target device is separately provided. You may make up your body.
- FIGS. 2 to 5 the flow of the refrigerant in each operating state is indicated by a thick solid line. 2 to 5, details of the control device 13 and the like are omitted for convenience of illustration.
- FIG. 2 shows the operation when charging in winter (when the secondary battery 1 is connected to an external power source).
- the compressor 30 is driven using electric power (external electric power) supplied from an external power source, and the heat generated by the refrigeration cycle 11 (heat pump cycle) is cooled by the second water / refrigerant heat exchanger 16 in the battery cooling water.
- the secondary battery 1 is heated by supplying to the circuit 10.
- the control device 13 uses the cooling water in the battery cooling water circuit 10 as the battery cooling water pump 12 ⁇ first water refrigerant heat exchanger 14 ⁇ secondary battery 1 ⁇ second water refrigerant heat exchange.
- the battery cooling water pump 12, the cooling water first and second electromagnetic valves 20, 21 and the first and second three-way valves 25, 26 are controlled so as to circulate in the order of the vessel 16 and the battery cooling water pump 12. To do.
- the control device 13 causes the refrigerant in the refrigeration cycle 11 to be supplied from the compressor 30 ⁇ the second water refrigerant heat exchanger 16 ⁇ the indoor condenser 31 ⁇ the first expansion valve 32 ⁇ the outdoor heat exchanger 33 ⁇ the accumulator 39 ⁇
- the compressor 30 and the first to fourth solenoid valves 36, 38, 42, 43 for refrigerant are controlled so as to circulate in the order of the compressor 30.
- the compressor 30 is driven by external power.
- control device 13 operates (ON) the blower fan 34 and stops (OFF) the blower 45.
- the refrigeration cycle 11 absorbs heat in the outdoor heat exchanger 33 and dissipates heat in the second water refrigerant heat exchanger 16, and the battery cooling water circuit 10 uses heat given by the second water refrigerant heat exchanger 16.
- the secondary battery 1 is heated. As a result, heat is stored in the secondary battery 1.
- Fig. 3 shows the operation during warm-up in winter (immediately after the start of heating). During warm-up in winter, heat stored in the secondary battery 1 during charging is exchanged with the heat absorption side of the refrigeration cycle 11.
- the control device 13 uses the cooling water in the battery cooling water circuit 10 as the battery cooling water pump 12 ⁇ the first water refrigerant heat exchanger 14 ⁇ the secondary battery 1 ⁇ the second bypass cooling water.
- the battery cooling water pump 12, the cooling water first and second electromagnetic valves 20, 21 and the first and second three-way valves 25, 26 are controlled so as to circulate in the order of the passage 23 ⁇ the battery cooling water pump 12. To do.
- the control device 13 causes the refrigerant in the refrigeration cycle 11 to be supplied from the compressor 30 ⁇ second water refrigerant heat exchanger 16 ⁇ indoor condenser 31 ⁇ expansion valve bypass passage 35 ⁇ outdoor heat exchanger 33 ⁇ third.
- the compressor 30 and the first to fourth solenoid valves 36, 38, 42, 43 for the refrigerant are controlled so as to circulate in the order of the expansion valve 44 ⁇ the first water refrigerant heat exchanger 14 ⁇ the accumulator 39 ⁇ the compressor 30. .
- control device 13 stops the blower fan 34 (OFF), operates the blower 45 (ON), and opens the air volume adjustment door 46.
- the battery cooling water circuit 10 gives the heat stored in the secondary battery 1 to the heat absorption side of the refrigeration cycle 11 by the first water refrigerant heat exchanger 14, and the refrigeration cycle 11 has the first water refrigerant heat on the heat absorption side.
- the heat given by the exchanger 14 is dissipated by the indoor condenser 31 to heat the vehicle interior blown air (the blown air from the blower 45).
- Fig. 4 shows the operation during the first run (after warm-up) in winter.
- the heat stored in the secondary battery 1 during charging is used for both heat exchange with the heat absorption side of the refrigeration cycle 11 and heat exchange with the heater core 15.
- the control device 13 determines that the cooling water in the battery cooling water circuit 10 is the battery cooling water pump 12 ⁇ the first water refrigerant heat exchanger 14 ⁇ the secondary battery 1 ⁇ the heater core 15 ⁇ the battery.
- the battery cooling water pump 12, the cooling water first and second electromagnetic valves 20 and 21, and the first and second three-way valves 25 and 26 are controlled so as to circulate in the order of the cooling water pump 12.
- control device 13 causes the compressor 30 and the first to fourth solenoid valves 36, 38, 42 for the refrigerant and the refrigerant 30 to circulate in the same order as in the warm-up. 43 is controlled.
- the control device 13 stops the blower fan 34 (OFF), operates the blower 45 (ON), and opens the air volume adjustment door 46.
- the battery cooling water circuit 10 gives the heat stored in the secondary battery 1 to the heat absorption side of the refrigeration cycle 11 by the first water refrigerant heat exchanger 14 and releases it by the heater core 15, the air blown into the vehicle interior ( The air blown from the blower 45 is heated by both the indoor condenser 31 and the heater core 15.
- Fig. 5 shows the operation during the second run in winter.
- the heat stored in the secondary battery 1 during charging is used for heat exchange in the heater core 15 and not used for heat exchange with the heat absorption side of the refrigeration cycle 11. Like that.
- the control device 13 causes the battery cooling water pump 12 and the first cooling water first so that the cooling water in the battery cooling water circuit 10 circulates in the same order as in the first traveling.
- the second solenoid valves 20 and 21 and the first and second three-way valves 25 and 26 are controlled.
- control device 13 stops the compressor 30 (OFF) so that the refrigerant in the refrigeration cycle 11 does not circulate.
- control device 13 stops (OFF) the blower fan 34 and activates (ON) the blower 45.
- the battery coolant circuit 10 releases the warm heat stored in the secondary battery 1 by the heater core 15 and heats the air blown into the vehicle interior (air blown from the blower 45).
- the battery cooling water circuit 10 does not give the heat stored in the secondary battery 1 to the heat absorption side (first water / refrigerant heat exchanger 14) of the refrigeration cycle 11, the indoor condenser 31 is blown into the vehicle interior air ( The blower air of the blower 45) is not heated.
- the heat stored in the secondary battery 1 is used as the refrigeration cycle 11 (heat pump). Therefore, the heat (heat energy) stored in the secondary battery 1 can be effectively used for heating.
- the refrigeration cycle 11 heat pump cycle
- the heat stored in the secondary battery 1 is used for heat absorption.
- a large heating capacity can be obtained by increasing the suction pressure. This is particularly effective during warm-up that requires a large capacity.
- the heat exchange to the heat absorption side of the refrigerating cycle 11 (heat pump cycle) and the direct heat exchange to the air (heat exchange at the heater core 15) can be switched, the temperature of the secondary battery 1 and the inside and outside The heat stored in the secondary battery 1 can be optimally used according to the air temperature, the target blowing temperature, and the like.
- the operating time of the refrigeration cycle 11 (heat pump cycle) is reduced or the refrigeration cycle 11 (heat pump cycle) is reduced by directly dropping the heat of the secondary battery 1 into the air. ) Can be stopped, which saves power.
- the heat generated during traveling or charging is used.
- the heat is merely waste heat, and a sufficient amount of heat is not stored with respect to the potential for storing the battery.
- the secondary battery 1 is regarded as a heat storage material and is actively heated to store the amount of heat, the heat of the secondary battery 1 can be effectively used for heating.
- the air-conditioning heat creation energy required for traveling is reduced, and the corresponding battery capacity can be used for traveling. Therefore, the cruising distance can be extended.
- the refrigeration cycle 11 heat pump cycle
- heat can be created more efficiently than a heating unit such as an electric heater.
- FIG. 6 shows the operation during charging in summer (when the secondary battery 1 is connected to an external power source).
- the compressor 30 is driven using electric power (external power) supplied from an external power source, and the cold water created in the refrigeration cycle 11 is given to the battery cooling water circuit 10 by the first water refrigerant heat exchanger 14. Then, the secondary battery 1 is cooled.
- the control device 13 determines that the cooling water in the battery cooling water circuit 10 is supplied from the battery cooling water pump 12 ⁇ the first water refrigerant heat exchanger 14 ⁇ the secondary battery 1 ⁇ the second bypass cooling water passage.
- the battery cooling water pump 12, the cooling water first and second electromagnetic valves 20 and 21, and the first and second three-way valves 25 and 26 are controlled so that the battery cooling water pump 12 circulates in this order. .
- the control device 13 causes the refrigerant of the refrigeration cycle 11 to be supplied from the compressor 30 ⁇ second water refrigerant heat exchanger 16 ⁇ indoor condenser 31 ⁇ expansion valve bypass passage 35 ⁇ outdoor heat exchanger 33 ⁇ third expansion.
- the compressor 30 and the first to fourth solenoid valves 36, 38, 42, 43 for the refrigerant are controlled so as to circulate in the order of the valve 44 ⁇ the first water refrigerant heat exchanger 14 ⁇ the accumulator 39 ⁇ the compressor 30.
- the compressor 30 is driven by external power.
- control device 13 operates (ON) the blower fan 34 and stops (OFF) the blower 45.
- the refrigeration cycle 11 absorbs heat by the first water refrigerant heat exchanger 14 and dissipates heat by the outdoor heat exchanger 33, and the battery cooling water circuit 10 uses the cold heat given by the first water refrigerant heat exchanger 14.
- the secondary battery 1 is cooled. As a result, cold energy is stored in the secondary battery 1.
- Fig. 7 shows the operation during cool-down in summer (immediately after the start of cooling).
- the cold energy stored in the secondary battery 1 at the time of charging is exchanged with the passenger compartment air by the heater core 15.
- the control device 13 causes the cooling water of the battery cooling water circuit 10 to be supplied from the water pump 12 for battery cooling ⁇ first water refrigerant heat exchanger 14 ⁇ secondary battery 1 ⁇ heater core 15 ⁇ battery cooling.
- the water cooling pump 12 for cooling the battery, the first and second electromagnetic valves 20 and 21 for cooling water, and the first and second three-way valves 25 and 26 are controlled so as to circulate in this order.
- the control device 13 causes the refrigerant in the refrigeration cycle 11 to be supplied from the compressor 30 ⁇ the second water refrigerant heat exchanger 16 ⁇ the indoor condenser 31 ⁇ the expansion valve bypass passage 35 ⁇ the outdoor heat exchanger 33 ⁇ second.
- the compressor 30 and the first to fourth solenoid valves 36, 38, 42, 43 for the refrigerant are controlled so as to circulate in the order of the expansion valve 37 ⁇ the indoor evaporator 19 ⁇ the accumulator 39 ⁇ the compressor 30.
- control device 13 operates (ON) the blower fan 34, operates (ON) the blower 45, and closes the air volume adjusting door 46.
- the battery cooling water circuit 10 releases the cold heat stored in the secondary battery 1 with the heater core 15, and the refrigeration cycle 11 absorbs heat with the indoor evaporator 19 and dissipates heat with the outdoor heat exchanger 33.
- the vehicle interior blown air (the blown air from the blower 45) is cooled by both the indoor evaporator 19 and the indoor evaporator 19.
- Fig. 8 shows the operation during the first run (after cool-down) in summer.
- the cold energy stored in the secondary battery 1 at the time of charging is used for both heat exchange in the heater core 15 and heat exchange with the high-pressure side of the refrigeration cycle 11.
- the control device 13 causes the cooling water in the battery cooling water circuit 10 to be supplied from the battery cooling water pump 12 ⁇ the first water / refrigerant heat exchanger 14 ⁇ the secondary battery 1 ⁇ the heater core 15 and the first. 2 water refrigerant heat exchanger 16 (parallel flow) ⁇ battery cooling water pump 12 circulate in the order of battery cooling water pump 12, cooling water first, second electromagnetic valves 20, 21 and first, The second three-way valves 25 and 26 are controlled.
- control device 13 causes the compressor 30 and the first to fourth solenoid valves 36, 38, 42 for the refrigerant and the refrigerant 30 to circulate in the same order as in the cool-down. 43 is controlled.
- control device 13 operates (ON) the blower fan 34, operates (ON) the blower 45, and closes the air volume adjusting door 46.
- the battery cooling water circuit 10 releases the cold energy stored in the secondary battery 1 by both the heater core 15 and the second water refrigerant heat exchanger 16, and the refrigeration cycle 11 absorbs heat by the indoor evaporator 19 and takes the first heat. Since heat is radiated by both the two-water refrigerant heat exchanger 16 and the outdoor heat exchanger 33, the vehicle interior blown air (the blown air from the blower 45) is cooled by both the heater core 15 and the indoor evaporator 19.
- Fig. 9 shows the operation during the second run in summer.
- the cold energy stored in the secondary battery 1 at the time of charging is used for heat exchange with the high-pressure side of the refrigeration cycle 11, and is not used for heat exchange in the heater core 15. Like that.
- the control device 13 causes the cooling water in the battery cooling water circuit 10 to be supplied from the battery cooling water pump 12 ⁇ the first water refrigerant heat exchanger 14 ⁇ the secondary battery 1 ⁇ the second water refrigerant.
- the battery cooling water pump 12, the cooling water first and second electromagnetic valves 20, 21 and the first and second three-way valves 25, 26 are circulated in the order of the heat exchanger 16 and the battery cooling water pump 12.
- control device 13 causes the compressor 30 and the first to fourth solenoid valves 36, 38, 42 for the refrigerant to circulate in the same order as in the first traveling. , 43 are controlled.
- control device 13 operates (ON) the blower fan 34, operates (ON) the blower 45, and closes the air volume adjusting door 46.
- the battery cooling water circuit 10 releases the cold heat stored in the secondary battery 1 by the second water refrigerant heat exchanger 16, and the refrigeration cycle 11 absorbs heat by the indoor evaporator 19 to exchange the second water refrigerant heat. Since heat is dissipated by both the heat exchanger 16 and the outdoor heat exchanger 33, the vehicle interior blown air (air blown from the blower 45) is cooled by the indoor evaporator 19. At this time, since the battery cooling water circuit 10 does not apply the cold heat stored in the secondary battery 1 to the heater core 15, the heater core 15 does not cool the air blown into the vehicle interior (air blown from the blower 45).
- the refrigerant of the refrigeration cycle 11 can be cooled by the second water refrigerant heat exchanger 16 before being cooled by the outdoor heat exchanger 33, so that the cycle high pressure can be lowered.
- the enthalpy on the high-pressure side of the refrigeration cycle can be expanded by exchanging the cold heat of the secondary battery 1 with the high-pressure side of the refrigeration cycle 11, thereby improving the cooling performance and saving power.
- the cold energy stored in the secondary battery 1 can be optimally used according to the blowout temperature (target temperature of the air blown into the passenger compartment).
- the air-conditioning heat creation energy required during traveling is reduced, and the corresponding battery capacity can be used for traveling. Therefore, the cruising distance can be extended.
- the secondary battery 1 is regarded as a cold storage material, and is actively cooled to store cold energy. Therefore, the cold energy of the secondary battery 1 can be effectively used for cooling.
- heat energy stored in the battery is exchanged with air in the vehicle interior via air or water
- heat energy stored in the battery (hot and cold). Is exchanged with the refrigerant of the refrigeration cycle, so that even when the temperature difference between the battery and the passenger compartment is small, the heat energy (hot and cold) stored in the battery can be effectively used for air conditioning.
- the battery thermal energy can be optimally used according to the heating capacity / cooling capacity required for each scene.
- the secondary battery 1 which is an existing part is used as a heat storage element, it is advantageous in terms of weight and space as compared with the conventional technology in which a new heat storage material is loaded.
- the indoor condenser 31 the air volume adjusting door 46, the first expansion valve 32, the expansion valve bypass passage 35, the refrigerant first electromagnetic valve 36, and the second bypass refrigerant passage 41.
- the fourth solenoid valve 43 for refrigerant is abolished.
- the second water refrigerant heat exchanger 16 is provided between the outdoor heat exchanger 33 and the second and third expansion valves 37, 44 in the refrigeration cycle 11. As shown in FIG. 10B, the second water refrigerant heat exchanger 16 may be provided between the compressor 30 and the outdoor heat exchanger 33 in the refrigeration cycle 11. Moreover, as shown in FIG.10 (c), the 2nd water refrigerant
- the heater core 15 when not using it for heating but using it only for cooling like this embodiment, it is desirable to arrange
- FIG. The reason is that the cooling water temperature of the heater core 15 is about 10 to 40 ° C. and the refrigerant temperature of the indoor evaporator 19 is about 0 to 10 ° C. Therefore, the heater core 15 is arranged on the wind of the indoor evaporator 19. This is because the blown air can be efficiently cooled.
- the internal heat exchanger 47 exchanges heat between the high-pressure refrigerant that has flowed out of the outdoor heat exchanger 33 and the low-pressure refrigerant that has flowed out of the indoor evaporator 19 or the first water refrigerant heat exchanger 14, thereby
- the function of cooling the outflowed high-pressure refrigerant to lower the enthalpy of the refrigerant flowing into the indoor evaporator 19 and the enthalpy of the refrigerant sucked into the compressor 30 are increased until it becomes a gas phase refrigerant. It functions to suppress liquid compression.
- the second water refrigerant heat exchanger 16 is provided between the outdoor heat exchanger 33 and the internal heat exchanger 47 in the refrigeration cycle 11. As shown in FIG. 11 (b), the second water refrigerant heat exchanger 16 is provided between the internal heat exchanger 47 and the second and third expansion valves 37 and 44 in the refrigeration cycle 11. Also good. Moreover, as shown in FIG.11 (c), the 2nd water refrigerant
- the refrigeration cycle 11 (heat pump cycle) is used as the battery heating section (heat generation section) in winter.
- a heating device 48 other than the refrigeration cycle 11 is used as a part (heat generating part).
- Examples of the heating device 48 include devices that convert electricity into heat, such as an electric heater, a PTC heater, and a Peltier element.
- the heating device 48 is arranged in the battery cooling water circuit 10 to heat the battery cooling water.
- the heating device 48 may be installed in the battery pack of the secondary battery 1 to directly heat the secondary battery 1.
- the heating device 48 other than the refrigeration cycle 11 is used as a battery heating unit in winter, the second water refrigerant heat exchanger 16 of the first embodiment can be eliminated. For this reason, a structure can be simplified compared with the said 1st Embodiment.
- the refrigeration cycle 11 is used as a battery cooling unit (heat generation unit) in summer.
- a battery cooling unit in summer is used.
- a cooling device 49 other than the refrigeration cycle 11 is used.
- An example of the cooling device 49 is a Peltier element.
- the cooling device 49 is disposed in the battery cooling water circuit 10 to cool the battery cooling water. Note that the cooling device 49 may be installed in the battery pack of the secondary battery 1 to directly cool the secondary battery 1.
- the cooling device 49 other than the refrigeration cycle 11 is used as a battery heating unit in winter, the first water refrigerant heat exchanger 14 of the second and third embodiments can be eliminated. . For this reason, a structure can be simplified compared with the said 2nd, 3rd embodiment.
- Patent Documents 2 to 4 describe conventional techniques in which heat (thermal energy) generated from a battery is used for air conditioning. Patent Documents 2 to 4 also describe conventional techniques for storing heat (thermal energy) in a battery during charging.
- the battery has a heat accumulation mode in which heat is positively stored in the battery, and the battery target temperature at the time of charging is changed according to on / off (ON / OFF) of the heat accumulation mode.
- the heating / cooling amount is changed.
- the aim is that if it is determined that a large amount of heat energy needs to be accumulated, the heat capacity of the battery is stored to the maximum extent and stored for use in air-conditioning during travel. The goal is to reduce the energy created and extend the cruising range of the vehicle.
- pre-air conditioning can be performed in addition to normal air conditioning that performs air conditioning of the passenger compartment when the vehicle is traveling.
- the pre-air conditioning is an air conditioning operation in which the passenger compartment is air-conditioned before the occupant gets into the vehicle during charging of the secondary battery 1 from the external power source.
- the heating / cooling of the secondary battery 1 is linked with the pre-air conditioning, and the thermal energy accumulation is completed immediately before the start of the pre-air conditioning, thereby reducing the standing time after the heating / cooling and saving. Electricity is being planned.
- FIG. 14 is a flowchart illustrating a main part of the control process executed by the control device 13.
- step S100 it is determined whether or not the ignition switch (IG) of the vehicle is turned off.
- the process proceeds to step S110.
- the ignition switch (IG) of the vehicle is not turned off (in the case of NO determination)
- step S110 it is determined whether or not the heat accumulation mode is on.
- the occupant (user) operates the heat accumulation mode changeover switch provided on the operation panel to switch the heat accumulation mode on / off.
- the heat accumulation mode when the heat accumulation mode is on, heat is accumulated in the secondary battery 1 as necessary, and when the heat accumulation mode is off, no heat is accumulated in the secondary battery 1. .
- On / off of the heat accumulation mode may be automatically switched by the control device 13 based on various information.
- step S120 When it is determined that the heat accumulation mode is turned on (in the case of YES determination), the process proceeds to step S120. On the other hand, when it is determined that the heat accumulation mode is not turned on (in the case of NO determination), this flow is performed. finish.
- step S120 it is determined whether or not the secondary battery 1 is connected to an external power source.
- the process proceeds to step S130.
- NO determination when it is determined that the secondary battery 1 is not connected to the external power source (NO determination) ), This flow is finished.
- a target battery temperature (target temperature) is calculated.
- the target battery temperature is calculated based on the outside air temperature, the battery temperature, the air conditioning target temperature TAO (target blowout temperature), and the like.
- an output characteristic image of the secondary battery 1 (lithium ion battery) is shown in FIG.
- the lithium ion battery used in the present embodiment sufficient input / output characteristics cannot be obtained due to reasons such as a chemical reaction not progressing generally at a low temperature, particularly in a region of 10 ° C. or lower. .
- input / output is cut to prevent deterioration. Therefore, in order to fully utilize the capacity of the battery, it is necessary to control the temperature in the range of about 10 ° C. to 40 ° C. when the battery is used.
- step S140 it is determined which one of heat storage and cold storage is necessary.
- the determination is made by comparing the target battery temperature with the actual battery temperature. Specifically, when the target battery temperature is higher than the actual battery temperature, it is determined that heat storage is necessary, and when the target battery temperature is lower than the actual battery temperature, it is determined that cold storage is necessary.
- step S150 it is first determined whether or not pre-air conditioning is reserved in step S150.
- step S160 the required heating time (time required for heating the secondary battery 1) is calculated.
- the required heating time is calculated based on the battery temperature, the target battery temperature, the outside air temperature, and the like.
- step S170 the heating start time is calculated. Specifically, the heating start time is determined by calculating back the heating required time from the pre-air conditioning start time.
- step S180 the operation shown in FIG. 2 (operation during charging in winter) is performed.
- step S190 it is determined whether or not the battery temperature exceeds the target battery temperature. If it is determined that the battery temperature is higher than the target battery temperature (in the case of YES determination), heating is terminated, while if it is determined that the battery temperature is not higher than the target battery temperature (in the case of NO determination), step Returning to S180, heating of the secondary battery 1 is continued.
- step S210 a cooling required time (time required for cooling the secondary battery 1) is calculated.
- the required cooling time is calculated based on the battery temperature, the target battery temperature, the outside air temperature, and the like.
- step S210 a cooling start time is calculated. Specifically, the cooling start time is determined by calculating back the required cooling time from the pre-air conditioning start time.
- step S220 the secondary battery 1 is cooled in step S220. Specifically, the operation shown in FIG. 6 (operation during charging in summer) is performed.
- step S240 it is determined whether or not the battery temperature is lower than the target battery temperature. If it is determined that the battery temperature is lower than the target battery temperature (in the case of YES determination), cooling is terminated, while if it is determined that the battery temperature is not lower than the target battery temperature (in the case of NO determination), step Returning to S230, cooling of the secondary battery 1 is continued.
- the battery is heated or cooled using external power during charging.
- the battery is heated to a higher temperature than when the heat accumulation mode is OFF (when it is determined that accumulation of warm heat in the secondary battery 1 is unnecessary).
- the temperature is cooled to a temperature lower than when the heat accumulation mode is OFF (when it is determined that accumulation of cold heat in the secondary battery 1 is unnecessary).
- the battery is heated to 30 ° C. with a target battery temperature of 30 ° C. in order to further store the amount of heat in the battery and use it for heating during traveling or for warming up the engine or the like.
- the target battery temperature is calculated based on the outside air temperature, the battery temperature, the air conditioning target temperature TAO, and the like.
- the amount of heat of about 3600 kJ can be stored in the battery by heating it 20 ° C. higher than the prior art. This means that the amount of heat corresponding to 3 kW ⁇ 20 minutes is stored by simple calculation ignoring efficiency.
- Fig. 16 (a) shows an image diagram of the battery temperature in winter and the target battery temperature.
- the broken line indicates when the heat accumulation mode of this embodiment is OFF (corresponding to the prior art), and the solid line indicates when the heat accumulation mode of this embodiment is ON.
- the battery is further cooled, and the battery is cooled to 20 ° C. with a target battery temperature of 20 ° C. in order to be used for cooling during traveling or cooling the engine or the like.
- the target battery temperature is calculated based on the outside air temperature, the battery temperature, and the air conditioning target temperature TAO.
- a heat quantity of about 3600 kJ can be stored in the battery by cooling it 20 ° C. more than the prior art. This means that the amount of heat corresponding to 3 kW ⁇ 20 minutes is stored by simple calculation ignoring efficiency.
- Fig. 16 (b) shows an image diagram of the battery temperature and target battery temperature in summer.
- the broken line indicates when the heat accumulation mode of the present embodiment is OFF (corresponding to the prior art), and the solid line indicates when the heat accumulation mode of the present embodiment is ON.
- the control device 13 determines whether or not heat storage in the secondary battery 1 is necessary, and stores heat in the secondary battery 1 based on the determination result. Control. Specifically, when it is determined that heat accumulation in the secondary battery 1 is necessary, heat is first accumulated in the secondary battery 1, and then the heat accumulated in the secondary battery 1 is applied to the vehicle interior air. So that
- the target temperature of the secondary battery 1 is set according to the case where it is determined that the heat accumulation in the secondary battery 1 is necessary and the case where it is determined that the heat accumulation in the secondary battery 1 is unnecessary. Since it is made to change, the accumulation
- the thermal energy stored using external power can be used for air conditioning and heating / cooling of equipment during traveling, the air conditioning energy extracted from the battery during traveling is reduced, and the vehicle The cruising range can be extended.
- the weight can be reduced and the space can be saved as compared with the case where a new heat storage material / cold storage material is mounted.
- a battery having a very large heat capacity is used as a heat capacity element, a large amount of heat energy can be stored.
- the heating / cooling of the battery is linked with the pre-air-conditioning reservation, and the heat energy accumulation in the battery is controlled in accordance with the pre-air-conditioning start time.
- the neglect time until the vehicle is used is shortened, and the heat loss of the stored thermal energy to the atmosphere is reduced, resulting in power saving (energy saving).
- FIG. 17 is an overall configuration diagram of the vehicle temperature control device of the present embodiment.
- the heater core 15 is provided in the engine coolant circuit 60.
- the engine coolant circuit 60 is a circuit through which coolant for cooling the engine 3 (engine coolant) circulates.
- the engine cooling water circuit 60 is provided with an engine cooling water pump 61 for circulating the engine cooling water.
- the engine cooling water pump 61 is constituted by an electric water pump, and the rotation speed (cooling water flow rate) is controlled by a control signal output from the control device 13.
- An engine cooling radiator 62 is connected to the cooling water outlet side of the engine 3 and the cooling water inlet side of the engine cooling water pump 61.
- the engine cooling radiator 62 is a heat exchanger that cools the engine cooling water by dissipating the heat of the engine cooling water to the outside air blown from the blower fan 63.
- the heater core 15 is connected in parallel with the engine cooling radiator 62 on the cooling water outlet side of the engine 3 and on the cooling water inlet side of the battery cooling water pump 12.
- a four-way valve 64 (intermittent part) is provided on the cooling water outlet side of the heater core 15 and on the cooling water inlet side of the battery cooling water pump 12.
- the four-way valve 64 is provided in the battery cooling water circuit 10 on the cooling water outlet side of the cooling water first electromagnetic valve 20 and on the cooling water inlet side of the battery cooling water pump 12. Therefore, the heater core 15 can be connected to the battery coolant circuit 10 via the four-way valve 64.
- the open / close operation of the four-way valve 64 is controlled by a control signal output from the control device 13.
- the engine coolant temperature sensor 65 for detecting the engine coolant temperature on the outlet side of the engine 3 is connected to the input side of the control device 13.
- FIGS. 18A and 18B are circuit diagrams showing the switching mode configuration of the four-way valve 64.
- FIG. In the first mode shown in FIG. 18A the engine cooling water circuit 60 and the battery cooling water circuit 10 are disconnected, and the engine cooling water flowing out from the heater core 15 does not circulate through the battery cooling water circuit 10.
- the water pump 61 is sucked.
- the engine coolant circuit 60 and the battery coolant circuit 10 are connected (communication), and the engine coolant that has flowed out of the heater core 15 can circulate through the battery coolant circuit 10. Become.
- the engine coolant circuit 60 and the battery coolant circuit 10 can function as a heat recovery unit that recovers the waste heat of the engine 3 to the secondary battery 1.
- the recovery of waste heat of the engine 3 can be intermittent by switching between the first mode and the second mode.
- FIGS. 19A to 19C show an operation example in winter (heating mode).
- the refrigerant flow in each operating state is indicated by a thick solid line.
- FIGS. 19A to 19C details of the control device 13 and the like are omitted for convenience of illustration.
- the battery temperature sensor 50 After parking and turning off the ignition switch (after turning off the IG), when the heat accumulation mode is turned on (ON), the battery temperature sensor 50 detects the temperature of the secondary battery 1. If the battery temperature exceeds 40 ° C. at this time, the secondary battery 1 is further heated, so that the deterioration of the secondary battery 1 proceeds.
- the battery cooling water pump 12 When the battery temperature is 40 ° C. or lower, the battery cooling water pump 12 is driven in a state where the engine cooling water circuit 60 and the battery cooling water circuit 10 are disconnected as shown in FIG.
- the control device 13 switches the four-way valve 64 to the first mode, and the cooling water in the battery cooling water circuit 10 is changed from the battery cooling water pump 12 to the first water refrigerant heat exchanger 14 to the secondary battery 1 ⁇
- the battery cooling water pump 12, the cooling water first and second electromagnetic valves 20, 21 and the first and second three-way valves 25, 26 are controlled so as to circulate in the order of the four-way valve 64 ⁇ the battery cooling water pump 12. To do.
- control device 13 stops (OFF) the engine cooling water pump 61 so that the engine coolant in the engine coolant circuit 60 does not circulate. Further, the control device 13 stops (OFF) the compressor 30 so that the refrigerant in the refrigeration cycle 11 does not circulate. Moreover, the control apparatus 13 stops the blower 45 (OFF).
- the engine coolant circuit 60 and the battery coolant circuit 10 are connected (communication), and the heat of the engine coolant circuit 60 is dropped into the battery coolant circuit 10, so that the battery store.
- the control device 13 switches the four-way valve 64 to the second mode, and the cooling water in the battery cooling water circuit 10 is changed from the battery cooling water pump 12 to the first water refrigerant heat exchanger 14 to the secondary battery 1 ⁇ Battery cooling water pump 12, cooling water first and second solenoid valves 20, 21, and the first so as to circulate in the order of four-way valve 64 ⁇ engine cooling water circuit 60 ⁇ four-way valve 64 ⁇ battery cooling water pump 12.
- the second three-way valves 25 and 26 are controlled.
- control device 13 stops the engine cooling water pump 61 (OFF). Further, the control device 13 stops (OFF) the compressor 30 so that the refrigerant in the refrigeration cycle 11 does not circulate. Moreover, the control apparatus 13 stops the blower 45 (OFF).
- the secondary battery 1 may be damaged if the battery cooling water temperature rapidly rises, when the battery cooling water temperature exceeds 40 ° C., the four-way valve 64 is returned to the first mode. In this state, it waits until the temperature of the battery cooling water circuit falls below 40 ° C., and when it falls below 40 ° C., the four-way valve 64 is set to the second mode again. During this time, if the battery temperature reaches 40 ° C., the heat accumulation is terminated there.
- the four-way valve 64 is returned to the first mode, waits until the temperature of the battery cooling water circuit falls below 40 ° C. Two modes are set. During this time, if the battery temperature reaches 40 ° C., the heat accumulation is terminated there.
- the flow rate of the battery cooling water pump 12 may be changed. That is, even if the four-way valve 64 is kept in the second mode, the recovery of the waste heat of the engine 3 can be promoted by increasing the flow rate of the battery cooling water pump 12, and the flow rate of the battery cooling water pump 12 can be reduced. If reduced, recovery of waste heat of the engine 3 can be suppressed.
- FIG. 20 is a flowchart showing the above operation as a control flow executed by the control device 13.
- step S300 it is determined whether or not the ignition switch (IG) of the vehicle is turned off.
- the process proceeds to step S310.
- the process proceeds to step S390 and the engine cooling water pump 61 (engine cooling W / P) and the battery are processed. After stopping both the cooling water pump 12 (battery cooling W / P) (OFF), this flow is finished.
- step S310 it is determined whether or not the heat accumulation mode is on.
- the occupant (user) operates the heat accumulation mode changeover switch provided on the operation panel to switch the heat accumulation mode on / off.
- On / off of the heat accumulation mode may be automatically switched by the control device 13 based on various information.
- step S320 When it is determined that the heat accumulation mode is on (in the case of YES determination), the process proceeds to step S320. On the other hand, when it is determined that the heat accumulation mode is not on (in the case of NO determination), the process proceeds to step S390. The flow is terminated after the engine cooling water pump 61 (W / P for engine cooling) and the water pump 12 for battery cooling (W / P for battery cooling) are both stopped (OFF).
- step S320 it is determined whether or not the battery temperature exceeds 40 ° C. If it is determined that the battery temperature does not exceed 40 ° C. (NO determination), the process proceeds to step S330. On the other hand, if it is determined that the battery temperature exceeds 40 ° C. (YES determination), the process proceeds to step S390. The flow is terminated after the engine cooling water pump 61 (W / P for engine cooling) and the water pump 12 for battery cooling (W / P for battery cooling) are both stopped (OFF).
- step S330 the battery cooling water pump 12 (battery cooling W / P) is operated (ON), and the engine cooling water pump 61 is stopped (OFF).
- step S340 the four-way valve 64 is switched to the second mode. As a result, the operating state shown in FIG.
- step S350 it is determined whether or not the battery cooling water temperature exceeds 40 ° C.
- the process proceeds to step S360, while when it is determined that the battery cooling water temperature is higher than 40 ° C. (in the case of YES determination). The process proceeds to step S351.
- step S360 the engine cooling water pump 61 (engine cooling W / P) is operated (ON). As a result, the operating state shown in FIG.
- step S370 it is determined whether or not the battery cooling water temperature exceeds 40 ° C.
- the process proceeds to step S380, while when it is determined that the battery cooling water temperature exceeds 40 ° C. (in the case of YES determination). The process proceeds to step S371.
- step S380 it is determined whether or not the battery temperature is higher than the battery cooling water temperature ⁇ 5 ° C. In other words, it is determined whether or not the difference between the battery temperature and the battery cooling water temperature (battery temperature ⁇ battery cooling water temperature) exceeds 5 ° C.
- the process proceeds to step S390, and the engine cooling water pump 61 (engine cooling W / P) and the battery cooling water pump 12 (B / W for battery cooling) is stopped (OFF) and then this flow ends.
- the battery temperature does not exceed the battery cooling water temperature -5 ° C (NO determination)
- step S350 when it is determined in step S350 that the battery cooling water temperature is higher than 40 ° C. (in the case of YES determination), the process proceeds to step S351, and it is determined whether or not the battery temperature is higher than 40 ° C. When it is determined that the battery temperature does not exceed 40 ° C. (in the case of NO determination), the process proceeds to step S352. On the other hand, when it is determined that the battery temperature exceeds 40 ° C. (in the case of YES determination), the process proceeds to step S390. The flow is terminated after the engine cooling water pump 61 (W / P for engine cooling) and the water pump 12 for battery cooling (W / P for battery cooling) are both stopped (OFF).
- step S352 the four-way valve 64 is switched to the first mode. As a result, the operating state shown in FIG.
- step S353 it is determined whether or not the battery cooling water temperature exceeds 40 ° C.
- the process returns to step S340, and on the other hand, when it is determined that the battery cooling water temperature exceeds 40 ° C. (in the case of YES determination).
- the process proceeds to step S390, and the engine cooling water pump 61 (engine cooling W / P) and the battery cooling water pump 12 (battery cooling W / P) are both stopped (OFF), and then this flow is ended.
- step S370 when it is determined in step S370 that the battery cooling water temperature is higher than 40 ° C. (in the case of YES determination), the process proceeds to step S371, and it is determined whether or not the battery temperature is higher than 40 ° C. If it is determined that the battery temperature does not exceed 40 ° C. (in the case of NO determination), the process proceeds to step S372. On the other hand, if it is determined that the battery temperature exceeds 40 ° C. (in the case of YES determination), the process proceeds to step S390. The flow is terminated after the engine cooling water pump 61 (W / P for engine cooling) and the water pump 12 for battery cooling (W / P for battery cooling) are both stopped (OFF).
- step S372 the four-way valve 64 is switched to the first mode.
- step S373 it is determined whether or not the battery cooling water temperature exceeds 40 ° C. When it is determined that the battery cooling water temperature does not exceed 40 ° C. (in the case of NO determination), the process proceeds to step S374 and the four-way valve 64 is switched to the second mode and then returns to step S370, while the battery cooling water temperature is When it is determined that the temperature exceeds 40 ° C. (in the case of YES determination), the process returns to step S371.
- the waste heat of the engine 3 is stored in the secondary battery 1 having a high heat insulation and a large heat capacity, and is used as thermal energy for the next run. Energy consumption can be reduced, and the cruising range can be extended.
- FIG. 21 is a diagram showing a configuration of the in-vehicle thermal system 100 of the present embodiment.
- the same reference numerals as those in FIGS. 13 and 12 denote the same components, and a description thereof will be omitted.
- the in-vehicle heat system 100 is the same as the vehicle temperature control device of FIG. 13 except that the heater core 15, the second electromagnetic valve 21 for cooling water, and the cooling device 49 are deleted, and the first water refrigerant heat exchanger 14 of FIG. A first bypass refrigerant passage 40, a refrigerant third electromagnetic valve 42, and a third expansion valve 44 are added.
- a battery unit 1A is used instead of the secondary battery 1 of FIG.
- the battery unit 1A is configured by housing a battery heat exchanger 1b and a secondary battery 1a in a heat insulating container made of a heat insulating material.
- the battery heat exchanger 1 b is disposed between the outlet of the first water-refrigerant heat exchanger 14 and the inlet of the second three-way valve 26.
- the battery heat exchanger 1b exchanges heat between the secondary battery 1a and cooling water (cooling medium).
- the secondary battery 1a is for supplying electric power to the traveling electric motor.
- a lithium ion battery is used as the secondary battery 1a.
- the outdoor heat exchanger 33 of the present embodiment constitutes a condenser, and a heat exchanger that cools and condenses the high-pressure refrigerant discharged from the compressor 30 and an overcooler that supercools the liquid refrigerant that exits the heat exchanger. And a cooling unit.
- the control device (denoted as ECU in the figure) 13 includes a memory, a microcomputer, and the like.
- the memory stores map data for obtaining the outlet side refrigerant temperature of the outdoor heat exchanger 33 based on the pressure detected by the pressure sensor 53.
- the map data is data configured such that a plurality of detected pressures of the pressure sensor 53 and a plurality of outlet side refrigerant temperatures of the outdoor heat exchanger 33 are associated with each other on a one-to-one basis.
- the outlet side refrigerant temperature of the outdoor heat exchanger 33 is the refrigerant temperature flowing from the outdoor heat exchanger 33 to the second water refrigerant heat exchanger 16.
- the microcomputer cools the secondary battery 1a when the secondary battery 1a is charged by the charger 2, and executes control processing for air-conditioning the vehicle interior after the secondary battery 1a is charged.
- the microcomputer executes the control processing for air-conditioning the vehicle interior after the secondary battery 1a is charged.
- the microcomputer performs the battery cooling water pump 12, the cooling water first electromagnetic valve 20, based on the detected temperatures of the sensors 51 and 54, the detected pressure of the pressure sensor 53, and the map data.
- the first three-way valve 25, the second three-way valve 26, the second refrigerant solenoid valve 38, the third refrigerant solenoid valve 42, and the compressor 30 are controlled.
- the temperature sensor 51 detects the temperature of the cooling water flowing from the battery heat exchanger 1b to the second three-way valve 26.
- the temperature sensor 54 detects the temperature of the air outside the passenger compartment.
- the temperature sensor 54 of the present embodiment detects the air temperature on the upstream side in the air flow direction passing through the battery cooling radiator 24.
- the pressure sensor 53 detects the pressure of the refrigerant flowing from the outdoor heat exchanger 33 to the second water refrigerant heat exchanger 16.
- the control process of the control device 13 includes a battery cooling process for cooling the secondary battery 1a while the secondary battery 1a is being charged, and an air conditioning control process for air conditioning the vehicle interior after the battery cooling process is executed.
- a battery cooling process for cooling the secondary battery 1a while the secondary battery 1a is being charged
- an air conditioning control process for air conditioning the vehicle interior after the battery cooling process is executed.
- the battery cooling process is performed to maintain the temperature of the secondary battery 1a within an allowable temperature range (10 ° C. to 40 ° C.).
- the allowable temperature range is set to maintain a sufficient input performance of the secondary battery 1a and to suppress a shortened usable period of the secondary battery 1a.
- the input performance is a performance for storing electric power in the secondary battery 1a.
- FIG. 22 shows the refrigerant circulation path and the cooling water circulation path of the in-vehicle thermal system 100 when the control device 13 is executing the battery cooling process.
- a gap between the outlet of the second water refrigerant heat exchanger 16 and the inlet of the third expansion valve 44 is opened by the refrigerant third electromagnetic valve 42.
- the second electromagnetic valve 38 for refrigerant closes the space between the outlet of the second water refrigerant heat exchanger 16 and the inlet of the second expansion valve 37.
- the compressor 30 compresses the refrigerant and discharges the high-pressure refrigerant
- the high-pressure refrigerant flows into the outdoor heat exchanger 33.
- the outdoor heat exchanger 33 the high-pressure refrigerant is cooled by the blown air from the blower fan 34. Thereafter, the cooled refrigerant passes through the second water refrigerant heat exchanger 16 and the third electromagnetic valve for refrigerant 42, flows to the third expansion valve 44, and is decompressed by the third expansion valve 44.
- the decompressed refrigerant passes through the first water refrigerant heat exchanger 14 and returns to the inlet of the compressor 30.
- the refrigerant is the compressor 30 ⁇ outdoor heat exchanger 33 ⁇ second water refrigerant heat exchanger 16 ⁇ third electromagnetic valve 42 for refrigerant ⁇ third expansion valve 44 ⁇ first water refrigerant heat exchanger 14 ⁇ compression. It flows in the order of the machine 30 (see the thick solid line in FIG. 22).
- the second three-way valve 26 opens a space between the outlet of the battery heat exchanger 1 b and the inlet of the second bypass cooling water passage 23, and the first three-way valve 25. , The second bypass cooling water passage 23 and the outlet of the battery heat exchanger 1b are closed.
- the battery cooling water pump 12, the first water refrigerant heat exchanger 14, and the battery heat exchanger 1b constitute a closed circuit (see a thick chain line in FIG. 22) in which the cooling water circulates. Therefore, the cooling water flowing from the battery cooling water pump 12 flows to the first water refrigerant heat exchanger 14. At this time, the 1st water refrigerant
- the cooling water that has passed through the battery heat exchanger 1 b returns to the inlet of the battery cooling water pump 12 through the second three-way valve 26 and the second bypass cooling water passage 23. As described above, the cooling water circulates, so that cold heat is stored in the cooling water and the secondary battery 1a.
- the air conditioning control process includes a refrigeration cycle control process and a cooling water circuit control process.
- the refrigeration cycle control process and the cooling water circuit control process are executed in a time-sharing manner.
- the refrigeration cycle control process will be described prior to the cooling water circuit control process.
- 23, 24, 25, and 26 show the refrigerant circulation path and the cooling water circulation path of the in-vehicle thermal system 100.
- the second electromagnetic valve 38 for refrigerant opens a space between the outlet of the second water refrigerant heat exchanger 16 and the inlet of the second expansion valve 37, and the second water refrigerant heat exchanger is opened by the third electromagnetic valve 42 for refrigerant.
- the space between the 16 outlets and the inlet of the third expansion valve 44 is closed.
- the high-pressure refrigerant discharged from the compressor 30 flows to the second expansion valve 37 through the outdoor heat exchanger 33, the second water refrigerant heat exchanger 16, and the refrigerant second electromagnetic valve 38.
- the refrigerant is depressurized by the second expansion valve 37.
- the decompressed refrigerant cools the air blown from the blower 45 by the indoor evaporator 19. Thereafter, the refrigerant that has passed through the indoor evaporator 19 returns to the inlet of the compressor 30.
- the refrigerant is in the order of the compressor 30 ⁇ the outdoor heat exchanger 33 ⁇ the second water refrigerant heat exchanger 16 ⁇ the second electromagnetic valve for refrigerant 38 ⁇ the second expansion valve 37 ⁇ the indoor evaporator 19 ⁇ the compressor 30. It flows (see thick solid lines in FIGS. 23, 24, 25, and 26).
- FIG. 27 is a flowchart showing details of the cooling water circuit control processing.
- the execution of the cooling water circuit control process is started when the driving of the compressor 30 is started after the end of the battery cooling process.
- step S400 as the third temperature acquisition unit, the temperature detected by the temperature sensor 54 is acquired as the outside air temperature.
- step S410 the outlet side refrigerant temperature of the outdoor heat exchanger 33 is acquired as a second temperature acquisition unit. Specifically, the detected pressure of the pressure sensor 53 is detected, and the outlet side refrigerant temperature of the outdoor heat exchanger 33 corresponding to the detected refrigerant pressure is acquired from the above map data.
- step S420 the temperature detected by the temperature sensor 51 is acquired as the battery cooling water temperature as the first temperature acquisition unit.
- step S430 As a 1st determination part, it is determined whether the exit side refrigerant
- step S430 when the outlet side refrigerant temperature of the outdoor heat exchanger 33 is higher than the battery cooling water temperature, YES is determined in step S430. That is, it is determined that the second water refrigerant heat exchanger 16 can perform the supercooling of the refrigerant with the cooling water.
- the temperature of the cooling water rises.
- the temperature of the secondary battery 1a rises due to heat exchange between the cooling water and the refrigerant in the battery heat exchanger 1b. If the temperature of the secondary battery 1a is higher than the allowable temperature range, the secondary battery 1a may not be able to obtain sufficient output performance, and the usable period of the secondary battery 1a may be shortened.
- the output performance refers to the performance of outputting power in the secondary battery 1a.
- the second determination unit it is determined whether or not the battery cooling water temperature is lower than the threshold value.
- the threshold value is a value that is set to a temperature that is lower than the upper limit value (for example, 40 ° C.) of the allowable temperature range of the secondary battery 1a by a predetermined temperature (for example, 3 degrees). And when battery cooling water temperature is lower than a threshold value, it determines with YES in step S440. That is, it is determined that there is no possibility that the secondary battery 1a will be hindered by the heat exchange of the second water refrigerant heat exchanger 16. Accordingly, in the next steps S450, S460, S470 (or S480), the refrigerant is supercooled in the second water refrigerant heat exchanger 16.
- step S450 the process proceeds to step S450, and the first electromagnetic valve 20 for cooling water opens a gap between the outlet of the first three-way valve 25 and the inlet of the second water refrigerant heat exchanger 16.
- step S460 the third determination unit determines whether or not the battery cooling water temperature is higher than the outside air temperature.
- YES is determined in step S460, and the process proceeds to step S470.
- the second three-way valve 26 opens the space between the outlet of the battery heat exchanger 1b and the inlet of the first three-way valve 25, and the outlet of the battery heat exchanger 1b, the first The space between the inlet of the three-way valve 25 and the inlet of the second bypass cooling water passage 23 is closed.
- the first three-way valve 25 opens a space between the outlet of the second three-way valve 26, the inlet of the first electromagnetic valve 20 for cooling water, and the inlet of the radiator 24 for cooling the battery. Therefore, the battery cooling water pump 12, the first water refrigerant heat exchanger 14, the battery heat exchanger 1b, the first and second three-way valves 25 and 26, the battery cooling radiator 24, and the first electromagnetic water for cooling water.
- the valve 20 and the second water refrigerant heat exchanger 16 constitute a closed circuit (see a thick chain line in FIG. 23) through which the cooling water circulates.
- the cooling water flowing from the battery cooling water pump 12 passes through the first water-refrigerant heat exchanger 14 and flows to the battery heat exchanger 1b.
- the cooling water is cooled by the secondary battery 1a.
- the cooled cooling water passes through the second three-way valve 26.
- the passed cooling water is split by the first three-way valve 25 into cooling water flowing toward the cooling water first electromagnetic valve 20 side and cooling water flowing toward the battery cooling radiator 24 side.
- the cooling water flowing from the first three-way valve 25 to the first electromagnetic valve 20 side for cooling water flows to the second water refrigerant heat exchanger 16 through the first electromagnetic valve 20.
- the cooling water supercools the refrigerant flowing from the outdoor heat exchanger 33. Thereafter, the cooling water that has passed through the second water refrigerant heat exchanger 16 returns to the inlet side of the battery cooling water pump 12. Cooling water flowing from the first three-way valve 25 toward the battery cooling radiator 24 is cooled by outside air in the battery cooling radiator 24. The cooled cooling water returns to the inlet side of the battery cooling water pump 12. As described above, the refrigerant is supercooled by a part of the cooling water discharged from the battery heat exchanger 1b, and the remaining cooling water is cooled by the outside air of the passenger compartment.
- step S400 the process returns to step S400 in FIG.
- the battery cooling water temperature is lower than the threshold, and the battery cooling water temperature is higher than the outside air temperature.
- the temperature acquisition process in steps S400, S410, and S420, the YES determination in step S430, the YES determination in step S440, the electromagnetic valve opening process in step S450, the YES determination in step S460, and the three-way valve control process in step S470 are repeated. .
- step S460 when the battery cooling water temperature becomes lower than the outside air temperature, NO is determined in step S460, and the process proceeds to step S480.
- the first three-way valve 25 opens the space between the outlet of the second three-way valve 26 and the inlet of the first electromagnetic valve 20 for cooling water, and the outlet of the second three-way valve 26 is cooled.
- the space between the inlet of the first electromagnetic valve 20 for water and the inlet of the radiator 24 for cooling the battery is closed.
- the battery cooling water pump 12, the first water refrigerant heat exchanger 14, and the battery heat exchanger 1b, the first and second three-way valves 25 and 26, the first electromagnetic valve 20 for cooling water, and the second The water / refrigerant heat exchanger 16 forms a closed circuit (see a thick chain line in FIG. 24) through which the cooling water circulates. Thereby, cooling of the cooling water by the battery cooling radiator 24 is stopped while maintaining the supercooling of the refrigerant in the second water refrigerant heat exchanger 16.
- step S400 the process returns to step S400. For this reason, when the outlet side refrigerant temperature of the outdoor heat exchanger 33 is higher than the battery cooling water temperature, the battery cooling water temperature is lower than the threshold value, and the battery cooling water temperature is lower than the outside air temperature.
- the temperature acquisition processing in steps S400, S410, and S420, the YES determination in step S430, the YES determination in step S440, the electromagnetic valve opening processing in step S450, the NO determination in step S460, and the three-way valve control processing in step S480 are repeated. .
- the secondary battery 1a dissipates heat to the cooling water, so that the battery cooling water temperature rises, and the battery cooling water temperature becomes higher than the outlet side refrigerant temperature of the outdoor heat exchanger 33. If it becomes higher, NO is determined in step S430. Then, it transfers to step S455 and closes between the inlet_port
- step S490 it is determined whether or not the battery cooling water temperature is higher than the outside air temperature.
- the battery cooling water temperature is higher than the outside air temperature
- YES is determined in step S490, and the process proceeds to step S510.
- the first three-way valve 25 opens the space between the outlet of the second three-way valve 26 and the inlet of the battery cooling radiator 24, and the outlet of the second three-way valve 26, the inlet of the battery cooling radiator 24, and the cooling water.
- the space between the inlets of the first electromagnetic valve 20 is closed. Therefore, the cooling water is circulated by the battery cooling water pump 12, the first water refrigerant heat exchanger 14, the battery heat exchanger 1b, the first and second three-way valves 25 and 26, and the battery cooling radiator 24.
- the cooling water circuit (see the thick chain line in FIG. 25) is configured. Therefore, the cooling water flowing from the battery cooling water pump 12 to the battery heat exchanger 1b through the first water refrigerant heat exchanger 14 absorbs heat from the secondary battery 1a in the battery heat exchanger 1b, and the absorbed cooling water. Flows through the first three-way valve 25 and the second three-way valve 26 to the battery cooling radiator 24. For this reason, the cooling water is cooled by the outside air by the battery cooling radiator 24. Thus, the heat absorbed from the secondary battery 1a is exhausted outside the passenger compartment.
- step S400 the process returns to step S400.
- the battery cooling water temperature is higher than the outlet side refrigerant temperature of the outdoor heat exchanger 33 and the battery cooling water temperature is higher than the outside air temperature
- the respective temperature acquisitions of steps S400, S410, and S420 are performed.
- the process, the NO determination in step S430, the electromagnetic valve closing process in step S455, the YES determination in step S490, and the three-way valve control process in step S510 are repeated.
- Step S500 when the battery cooling water temperature becomes lower than the outside air temperature, it is determined as NO in Step S490, and the process proceeds to Step S500.
- the second three-way valve 26 closes the space between the outlet of the battery heat exchanger 1b, the inlet of the second bypass coolant passage 23, and the inlet of the first three-way valve 25, and the battery heat exchanger. A space between the outlet 1b and the inlet of the second bypass cooling water passage 23 is opened. Therefore, a cooling water circuit in which cooling water circulates by the second three-way valve 26, the second bypass cooling water passage 23, the battery cooling water pump 12, the first water refrigerant heat exchanger 14, and the battery heat exchanger 1b. (See the thick chain line in FIG. 26).
- the third electromagnetic valve 42 for refrigerant opens a gap between the outlet of the second water refrigerant heat exchanger 16 and the inlet of the third expansion valve 44. For this reason, a part of the refrigerant flowing from the outlet of the second water refrigerant heat exchanger 16 flows to the refrigerant second solenoid valve 38 side, and the remaining refrigerant passes through the refrigerant third electromagnetic valve 42 and the first water refrigerant. It flows to the heat exchanger 14 (see thick solid line in FIG. 25). For this reason, the cooling water is cooled by the refrigerant in the first water-refrigerant heat exchanger 14.
- step S440 described above when the battery cooling water temperature is higher than the threshold value, it is determined as NO because the secondary battery 1a may be hindered by the heat exchange of the second water refrigerant heat exchanger 16. Then, the processing after step S455 described above is executed. Accordingly, the first electromagnetic valve 20 for cooling water closes between the inlet of the second water refrigerant heat exchanger 16 and the outlet of the first three-way valve 25, so that the heat exchange of the second water refrigerant heat exchanger 16 is performed. Will not be implemented.
- FIG. 28 is a Mollier diagram of the refrigerant (HFC-134a) with the vertical axis representing pressure and the horizontal axis representing enthalpy.
- the process of moving from point a to point b is the compression of the refrigerant by the compressor 30, the process of moving from point b to the point c is condensation of refrigerant by the outdoor heat exchanger 33, and the process of moving from the point c to the point c ′.
- the subcooling of the refrigerant by the second water refrigerant heat exchanger 16 is the depressurization of the refrigerant by the second expansion valve 37 of the present embodiment, and the point d 'is shifted to the point a.
- a process shows the heat absorption of the refrigerant
- the process of shifting from point c to point d is the depressurization of the refrigerant by the second expansion valve 37 of the refrigeration cycle not using the second water refrigerant heat exchanger 16, and the process of shifting from point d to point a is the second water refrigerant heat exchange.
- coolant by the indoor evaporator 19 of the refrigerating cycle which does not use the container 16 is shown.
- ⁇ ie> ⁇ ie_org where ⁇ ie is the amount of enthalpy change in the process of moving from point d ′ to point a, and ⁇ ie_org is the amount of change of enthalpy in the process of moving from point d to point a.
- the refrigerant flow rate in the refrigeration cycle not using the second water refrigerant heat exchanger 16 is Gr_org
- the power of the compressor 30 in the refrigeration cycle not using the second water refrigerant heat exchanger 16 is Lcomp_org.
- the power of the compressor 30 is energy required when the compressor 30 is driven.
- the secondary heat is supplied to the battery heat exchanger 1b.
- the cooling water cooled by the battery 1a flows to the second water refrigerant heat exchanger 16, and the cooling water supercools the refrigerant in the second water refrigerant heat exchanger 16.
- the efficiency of the refrigerating cycle 11 can be made high.
- the motive power of the compressor 30 can be reduced.
- the solenoid valve 20 closes the first three-way valve 25 and the second water refrigerant heat exchanger 16. For this reason, in the 2nd water refrigerant
- the second three-way valve 26 opens between the outlet of the battery heat exchanger 1b and the inlet of the battery cooling radiator 24 in step S470. Therefore, the cooling water is cooled by the outside air in the battery cooling radiator 24, and the cooled cooling water is used as the battery cooling water pump 12, the first water refrigerant heat exchanger 14, the battery heat exchanger 1b, the first, It can flow to the second water refrigerant heat exchanger 16 through the second three-way valves 25 and 26 and the first electromagnetic valve 20 for cooling water. For this reason, the cooling water cooled by the outside air supercools the refrigerant in the second water refrigerant heat exchanger 16. Thereby, the supercooling degree of a refrigerant
- coolant can be enlarged using external air.
- the cooling water is cooled by either the battery cooling radiator 24 or the first water refrigerant heat exchanger 14. Is done. For this reason, it can suppress that the temperature of the secondary battery 1a rises by the heat exchange of the heat exchanger 1b for batteries.
- FIG. 29 shows the configuration of the in-vehicle thermal system 100 of the present embodiment. 29, the same reference numerals as those in FIG. 21 denote the same components.
- the in-vehicle heat system 100 of this embodiment is obtained by deleting the first electromagnetic valve 20 for cooling water in the in-vehicle heat system 100 of FIG. 21 and adding a three-way valve 70 and a bypass refrigerant passage 71.
- the bypass refrigerant passage 71 is a passage for allowing the refrigerant flowing from the outdoor heat exchanger 33 to bypass the second water refrigerant heat exchanger 16 and flow to the refrigerant second and third solenoid valves 38 and 42 side.
- the three-way valve 70 is controlled by the control device 13 to open a space between one of the inlet of the second water refrigerant heat exchanger 16 and the inlet of the bypass refrigerant passage 71 and the outlet of the outdoor heat exchanger 33, The other of the inlets of the water refrigerant heat exchanger 16 and the bypass refrigerant passage 71 other than one and the outlet of the outdoor heat exchanger 33 are closed.
- the three-way valve 70 opens between the outlet of the outdoor heat exchanger 33 and the inlet of the second water refrigerant heat exchanger 16, and the second water refrigerant heat exchanger 16.
- the entrance, the entrance of the bypass refrigerant passage 71, and the exit of the outdoor heat exchanger 33 are closed, the refrigerant flows from the outdoor heat exchanger 33 to the second water refrigerant heat exchanger 16. For this reason, heat exchange between the refrigerant and the cooling water in the second water refrigerant heat exchanger 16 can be started.
- the three-way valve 70 opens between the inlet of the bypass refrigerant passage 71 and the outlet of the outdoor heat exchanger 33, and the outlet of the outdoor heat exchanger 33, the inlet of the bypass refrigerant passage 71, and the second water refrigerant heat exchanger 16. Close between the entrances. Thereby, the refrigerant flows from the outdoor heat exchanger 33 to the refrigerant second and third solenoid valves 38 and 42 through the bypass refrigerant passage 71. For this reason, the heat exchange between the refrigerant and the cooling water in the second water refrigerant heat exchanger 16 can be stopped.
- the three-way valve 70 and the bypass refrigerant passage 71 are used in place of the first electromagnetic valve 20 for cooling water, so that the refrigerant and cooling water in the second water refrigerant heat exchanger 16 are exchanged.
- the heat exchange between and the heat exchange can be stopped.
- the three-way valve 70 causes the outlet of the outdoor heat exchanger 33 and the inlet of the second water refrigerant heat exchanger 16 to By opening the gap, the cooling water can supercool the refrigerant in the second water refrigerant heat exchanger 16 as in the above-described eighth embodiment. For this reason, the effect similar to the above-mentioned 8th Embodiment can be acquired.
- thermo energy stored in the secondary battery 1 is used for air conditioning.
- heat (thermal energy) stored in the secondary battery 1 is used for an automobile.
- the automobile component include an engine, a motor, an inverter, a transmission, a transaxle, and the like.
- an automobile component may be arranged in the battery cooling water circuit 10 so that it can be heated and cooled with battery cooling water.
- cooling water is used as a medium for extracting heat from the secondary battery 1, but other liquids such as oil, air, gases such as gas, heat generating parts with phase change such as heat pipes, Alternatively, a heat transfer unit such as Peltier may be used.
- the refrigeration cycle 11 for vehicle air conditioning is used, but a refrigeration cycle other than for vehicle air conditioning (a refrigeration cycle different from that for vehicle air conditioning) may be used.
- the battery pack of the secondary battery 1 may have a refrigeration cycle built in, and may have a refrigeration cycle that can cool and heat the battery in a stand-alone manner.
- heat (thermal energy) created using external electric power is stored in the secondary battery 1, and in the seventh embodiment, waste heat from the engine or the like is stored in the secondary battery 1.
- the stored heat (thermal energy) may be waste heat from the traveling secondary battery 1, motor, inverter, or the like.
- heat (thermal energy) is stored in the secondary battery 1 during charging (parking), but heat (thermal energy) may be stored in the secondary battery 1 during traveling. Good. For example, when it is determined by the control device 13 whether heat (thermal energy) such as an engine or air conditioning is surplus during traveling, and it is determined that heat (heat energy) such as an engine or air conditioning is surplus Even when the vehicle is running, heat storage in the secondary battery 1 may be performed.
- the vehicle interior air after traveling and the heat energy (hot / cold) during the refrigeration cycle may be temporarily stored in electricity and used for the next traveling.
- the secondary battery 1 (lithium ion battery) is used as the heat capacity element for storing heat, but the present invention is not limited to this, and other power storage devices such as capacitors may be used. In addition to the power storage device, other in-vehicle traveling parts having a large heat capacity such as a motor may be used as the heat capacity element.
- the heat accumulation mode ON / OFF is selected by the occupant (user) switch operation.
- a remote control, a mobile phone, a personal computer, or the like can be used for wired or wireless from outside the vehicle.
- the heat accumulation mode ON / OFF selection may be made possible with this.
- the occupant (user) may be able to select the amount of thermal energy stored in the above embodiment. For example, if the next scheduled driving distance is short, such as short-distance commuting, the heat storage mode is small, and if the next driving distance is long, such as going out, the heat storage mode is large. Accumulation is possible, and wasteful heat energy accumulation can be prevented.
- the heat accumulation mode ON / OFF is selected by the occupant (user) switch operation.
- the heat accumulation mode ON / OFF may be automatically switched based on various information. Good.
- the ON / OFF state of the heat accumulation mode is determined based on the temperature history for a certain period in the past, the user's usage history state for a certain period in the past, the outside air temperature, weather forecast information, position information on the car navigation system, and the like. It may be.
- the target battery temperature is calculated based on the outside air temperature, the battery temperature, the air conditioning target temperature TAO, etc., but the target battery temperature may be calculated by other methods.
- the target battery temperature may be calculated based on a temperature history in a past fixed period, user usage history information in the past fixed period, weather forecast information, position information in a car navigation system, and the like.
- the target battery temperature thermal energy storage amount
- it can be set as the minimum thermal energy storage amount which can cover the air conditioning for boarding time, and wasteful energy storage can be reduced.
- the determination of heat storage / cold storage may be made based on the above information.
- the example has been described in which the outlet side refrigerant temperature of the outdoor heat exchanger 33 is obtained using the detected pressure of the pressure sensor 53.
- the present invention is not limited to this, and the following (i) , (Ii), (iii).
- a pressure sensor for detecting the refrigerant pressure flowing from the compressor 30 to the outdoor heat exchanger 33 is used. Based on the pressure detected by the pressure sensor, the temperature of the refrigerant condensed in the outdoor heat exchanger 33 (hereinafter referred to as the condensation temperature) is calculated. Then, the degree of supercooling of the refrigerant corresponding to the supercooling performance of the outdoor heat exchanger 33 is stored in advance in the memory, and the outlet of the outdoor heat exchanger 33 is determined from the stored degree of supercooling of the refrigerant and the condensation temperature. Obtain the side refrigerant temperature.
- the pressure sensor (i) above and the temperature sensor 54 for detecting the outside air temperature are used.
- the degree of supercooling of the refrigerant is obtained using the pressure detected by the pressure sensor and the temperature detected by the temperature sensor 54.
- coolant temperature of the outdoor heat exchanger 33 is calculated
- a temperature sensor for detecting the temperature of the refrigerant between the outlet of the compressor 30 and the inlet of the outdoor heat exchanger 33 is used.
- the detected temperature of this temperature sensor is set as the outlet side refrigerant temperature of the outdoor heat exchanger 33.
- the refrigerant temperature between the outlet of the battery heat exchanger 1b and the inlet of the second three-way valve 26 is detected by the temperature sensor 51, and the detected temperature of the temperature sensor 51 is set in step S430 in FIG.
- the cooling water temperature is used in the determinations of S440, S460, and S490.
- steps S430, S440, S460, and S490 is performed using a temperature obtained by adding a predetermined temperature to the temperature detected by the temperature sensor 51.
- the predetermined temperature is a value corresponding to a temperature at which the cooling water rises due to heat absorbed from the outside air through the pipe when the cooling water flows through the pipe from the battery unit 1A to the second water refrigerant heat exchanger 16.
- V A temperature sensor that detects the temperature of the secondary battery 1a is used. The temperature detected by the temperature sensor is set as the cooling water temperature used in the determinations in steps S430, S440, S460, and S490.
- thermosensor that detects the temperature of the cooling water in the battery heat exchanger 1b is used. The temperature detected by the temperature sensor is set as the cooling water temperature used in the determinations in steps S430, S440, S460, and S490.
- the battery cooling radiator 24 is arranged in parallel to the second water refrigerant heat exchanger 16 between the inlet and the outlet of the battery cooling water pump 12 has been described.
- the battery cooling radiator 24 may be disposed in series with respect to the second water refrigerant heat exchanger 16 between the inlet and the outlet of the battery cooling water pump 12.
- the first electromagnetic valve 20 for cooling water exits.
- a bypass path for allowing the coolant to bypass the battery cooling radiator 24 and flow to the inlet side of the second water refrigerant heat exchanger 16 and an electromagnetic valve for opening and closing the bypass path are provided. Then, by opening / closing the electromagnetic valve, the cooling water flows between the first electromagnetic valve 20 for cooling water and the second water / refrigerant heat exchanger 16 to either the battery cooling radiator 24 or the bypass passage, thereby cooling the battery. It is possible to stop the cooling water from flowing to the other of the radiator 24 and the bypass passage other than either one.
- the outdoor heat exchanger 33 is composed of a heat exchanger that cools and condenses the refrigerant, and a supercooling unit that supercools the liquid refrigerant coming out of the heat exchanger.
- a heat exchanger 33 including only a heat exchanger out of the heat exchanger and the supercooling unit may be used.
- a receiver for guiding the liquid refrigerant out of the refrigerant exiting from the outlet of the outdoor heat exchanger 33 to the second and third expansion valves 37 and 44 is provided.
- cooling water used as the cooling medium
- various cooling media such as oil or gas other than the cooling water may be used.
- the first three-way valve 25 is disposed between the outlet of the battery heat exchanger 1b, the inlet of the battery cooling radiator 24, and the inlet of the second water refrigerant heat exchanger 16.
- the first three-way valve 25 is disposed between the inlet of the battery heat exchanger 1b, the outlet of the battery cooling radiator 24, and the outlet of the second water refrigerant heat exchanger 16.
- the second three-way valve 26 may be disposed between the inlet of the battery heat exchanger 1 b, the outlet of the battery cooling radiator 24, and the outlet of the second water refrigerant heat exchanger 16.
- the first electromagnetic valve for cooling water 20 may be disposed between the inlet of the battery heat exchanger 1 b, the outlet of the battery cooling radiator 24, and the outlet of the second water refrigerant heat exchanger 16.
- the example in which the first water refrigerant heat exchanger 14 is used as the cooler has been described.
- a Peltier element may be used as the cooler.
- a vehicle temperature adjustment device that uses at least one of air in a vehicle interior and vehicle components as a temperature adjustment object includes a heat capacity element (1) capable of storing heat, a low temperature A refrigeration cycle (11) that absorbs heat from the side and dissipates heat to the high temperature side, a heat exchanger (14, 16) that exchanges heat accumulated in the heat capacity element with the refrigerant of the refrigeration cycle (11), and a refrigeration cycle (11)
- the heat provision part (19, 31) which provides the temperature adjustment object with the heat which the refrigerant
- heat is meant to include both hot and cold.
- the heat application unit (31) is configured to heat the temperature adjustment object using the refrigerant in the refrigeration cycle (11), and the heat exchange unit (14) is configured to be in the refrigeration cycle (11). It may be provided on the low pressure side.
- the low pressure of the refrigeration cycle (11) can be increased when the temperature adjustment object is heated.
- the capacity of the refrigeration cycle (11) can be increased and power can be saved.
- the heat application unit (19) is configured to cool the temperature adjustment object by the refrigerant of the refrigeration cycle (11), and the heat exchange unit (16) is the high pressure side of the refrigeration cycle (11). May be provided.
- the temperature adjustment device provides the second heat application unit (15) that applies the heat accumulated in the heat capacity element (1) to the temperature adjustment object without passing through the refrigerant of the refrigeration cycle (11). May be provided.
- the heat stored in the heat capacity element (1) is applied to the temperature adjustment object via the refrigerant of the refrigeration cycle (11), but also the temperature adjustment object without passing through the refrigerant of the refrigeration cycle (11). Since it can also be given to objects, the usage of heat accumulated in the heat capacity element (1) can be diversified.
- the vehicle temperature adjustment device performs heat exchange between the heat accumulated in the heat capacity element (1) and the refrigerant of the refrigeration cycle (11) by the heat exchange unit (14, 16).
- the heat stored in the heat capacity element (1) may be provided using external power when charging the power storage device mounted on the vehicle.
- heat accumulated in the heat capacity element (1) using external electric power can be used during traveling, energy required during traveling can be reduced correspondingly, and the cruising distance of the vehicle can be extended accordingly. It becomes possible. Further, when it is not necessary to extend the cruising distance of the vehicle, the heat capacity of the heat capacity element (1) can be reduced.
- the heat capacity element (1) may be a power storage device mounted on a vehicle.
- the power storage device generally has a very large heat capacity as compared with other in-vehicle components, and thus has an advantage that a large amount of heat can be stored.
- the power storage device is generally arranged at a site that is difficult to receive heat from the outside, such as solar radiation, and has a relatively high heat insulating property, and thus has an advantage of high power storage / heat storage effect.
- the vehicle temperature adjustment device is an intermittent unit that intermittently accumulates heat in the heat capacity element (1) and applies heat to the temperature adjustment object by the heat application unit (19, 31). (20, 21, 26, 64) and a controller for determining whether or not heat storage is necessary for the heat capacity element (1) and controlling the intermittent portion (20, 21, 26, 64) based on the determination result. (13) may be provided.
- the control device (13) when it is determined that the heat storage in the heat capacity element (1) is necessary, the control device (13) first stores heat in the heat capacity element (1), and then stores it in the heat capacity element (1). You may control an intermittent part (20, 21, 26, 64) so that heat may be given to a temperature regulation object.
- a vehicle temperature adjustment device that uses at least one of air in a vehicle interior and vehicle components as a temperature adjustment object includes a heat capacity element (1) capable of storing heat, and a heat capacity element ( 1)
- the intermittent part (20, 21, 26, 64) for intermittently applying the heat to the adjustment target and the necessity of heat accumulation in the heat capacity element (1) are determined, and the intermittent part ( 20, 21, 26, 64).
- the control device (13) determines that heat needs to be accumulated in the heat capacity element (1), heat is first accumulated in the heat capacity element (1), and then heat accumulated in the heat capacity element (1). Is controlled so as to be applied to the temperature adjustment object.
- the temperature can be effectively adjusted using the heat capacity element (1). it can.
- the control device (13) calculates the target temperature of the heat capacity element (1) and controls the intermittent portions (20, 21, 26, 64) based on the target temperature.
- the control device (13) changes the target temperature when it is determined that heat accumulation in the heat capacity element (1) is necessary and when it is determined that heat accumulation in the heat capacity element (1) is unnecessary. It may be configured as follows. Thereby, heat can be more appropriately stored in the heat capacity element (1).
- the control device (13) sets the target temperature when it is determined that accumulation of heat to the heat capacity element (1) is necessary as the heat temperature to the heat capacity element (1). You may set higher than target temperature when it determines with accumulation
- the control device (13) sets the target temperature when it is determined that the accumulation of cold heat to the heat capacity element (1) is necessary as the cold heat to the heat capacity element (1).
- the temperature may be set lower than the target temperature when it is determined that the accumulation of is unnecessary.
- the vehicle temperature adjustment device may include a heat recovery unit (10, 60) that recovers heat remaining in the vehicle to the heat capacity element (1).
- the intermittent part (20, 21, 26, 64) can intermittently recover the heat by the heat recovery part (10, 60), and the control device (13) turns off the ignition switch of the vehicle.
- the intermittent portions (20, 21, 26, 64) may be controlled so that heat recovery by the heat recovery portions (10, 60) is started. Thereby, the temperature can be adjusted by effectively using the heat remaining in the vehicle while the vehicle is stopped.
- “when the ignition switch of the vehicle is turned off, the heat recovery unit (10, 60) starts recovering heat” means that heat is recovered immediately after the ignition switch of the vehicle is turned off. Is not only meant to start, but also means that heat recovery is started when the ignition switch of the vehicle is turned off and a predetermined condition is satisfied. Examples of the case where the ignition switch of the vehicle is turned off and the predetermined condition is satisfied include, for example, a case where a predetermined time has elapsed since the ignition switch of the vehicle was turned off.
- the vehicle temperature adjustment device may include a heat recovery unit (10, 60) that recovers heat remaining in the vehicle to the heat capacity element (1).
- the intermittent part (20, 21, 26, 64) can intermittently recover the heat by the heat recovery part (10, 60), and the control device (13) has the heat remaining in the vehicle during traveling. If it is determined whether or not the vehicle has excess heat, the intermittent portion (20, 21, and so that the heat recovery portion (10, 60) can recover the heat even during traveling. 26, 64) may be configured. Thereby, the temperature can be adjusted by effectively using the heat remaining during the traveling of the vehicle.
- the vehicle-mounted heat system includes a battery heat exchanger (1b) that exchanges heat between the secondary battery (1a) and a cooling medium, and a refrigeration cycle device for an air conditioner that circulates a refrigerant.
- a pump (12) for circulating a cooling medium between the cooling heat exchangers, and an inlet side of the battery heat exchanger that bypasses the refrigerant cooling heat exchanger for the cooling medium exiting from the battery heat exchanger A bypass path (23) for leading to the battery, a path between the bypass path and the refrigerant cooling heat exchanger and the battery heat exchanger, and the bypass path and the refrigerant cooling heat.
- a closed circuit in which the cooling medium is cooled and opened between the bypass passage and the battery heat exchanger to circulate the cooling medium by the battery heat exchanger, the bypass passage, and the pump is configured.
- a first control unit that controls the first valve so as to cause a first temperature acquisition unit (S420) to acquire the temperature of the cooling medium, and a first temperature acquisition unit that acquires the temperature of the refrigerant flowing from the condenser to the decompressor.
- a second temperature acquisition unit (S410), a first determination unit (S430) that determines whether the temperature acquired by the first temperature acquisition unit is lower than the temperature acquired by the second temperature acquisition unit; After execution of the first control unit When the first determination unit determines that the temperature acquired by the first temperature acquisition unit is lower than the temperature acquired by the second temperature acquisition unit, the battery heat exchanger and the heat for cooling the refrigerant
- a second control for controlling the first valve so as to form a closed circuit in which the cooling medium is circulated by the battery heat exchanger, the refrigerant cooling heat exchanger, and the pump by opening a gap with an exchanger; (S470, S480).
- a closed circuit in which the cooler cools the cooling medium and the cooling medium is circulated by the battery heat exchanger, the bypass passage, and the pump. For this reason, cold heat can be stored in the cooling medium and the secondary battery.
- a closed circuit in which the cooling medium circulates is configured by the battery heat exchanger, the refrigerant cooling heat exchanger, and the pump. For this reason, in the heat exchanger for cooling a refrigerant, the refrigerant can be cooled using the cooling medium and the cold heat stored in the battery.
- the degree of supercooling of the refrigerant coming out of the condenser can be increased, and the efficiency of the refrigeration cycle apparatus for an air conditioner can be increased. Therefore, the energy for driving the compressor which comprises the refrigerating-cycle apparatus for air conditioners can be reduced. As described above, it is possible to reduce the power required for vehicle interior air conditioning by utilizing the cold energy stored in the secondary battery.
- the in-vehicle thermal system may include a second determination unit (S440) that determines whether the temperature acquired by the first temperature acquisition unit is lower than a threshold value.
- S440 second determination unit
- the second control unit is executed, and the temperature obtained by the first temperature detection unit is the threshold value.
- the threshold value is a temperature lower than the upper limit value of the allowable temperature range of the secondary battery by a predetermined temperature.
- the second control unit when the temperature of the cooling medium is higher than the threshold value, the second control unit is not executed.
- the temperature of the secondary battery becomes high, there is a possibility that the usable period (battery life) of the secondary battery may be shortened in addition to the fact that sufficient output performance cannot be obtained in the secondary battery.
- the output performance is the performance of the secondary battery that outputs power.
- the second control unit may not be executed. For this reason, heat exchange is stopped between the refrigerant and the cooling medium in the refrigerant cooling heat exchanger. Therefore, the temperature rise of the cooling medium can be suppressed, and the temperature of the secondary battery can be suppressed from rising due to the cooling medium. Therefore, in addition to suppressing a decrease in output performance of the secondary battery, it is possible to suppress a reduction in the usable period of the secondary battery.
- the cooler (14) may be an evaporator that constitutes the refrigeration cycle apparatus for an air conditioner and that cools a cooling medium using a refrigerant flowing from the decompressor to the compressor.
- a vehicle-mounted heat system is disposed between an inlet and an outlet of the refrigerant cooling heat exchanger (16), and a radiator (24) that cools the cooling medium with outside air from the passenger compartment.
- a second valve (20, 25) that opens and closes between the radiator, the refrigerant cooling heat exchanger (14), and the battery heat exchanger (1b), and a temperature of the vehicle exterior air is acquired.
- a third temperature acquisition unit (S400), a third determination unit (S460) that determines whether the temperature acquired by the third temperature acquisition unit is lower than the temperature acquired by the first temperature acquisition unit; , May be provided.
- the radiator and the heat exchange for cooling the refrigerant are performed. Closed circuit in which the cooling medium is circulated by the battery heat exchanger, the refrigerant cooling heat exchanger, the radiator, and the pump between the battery (14) and the battery heat exchanger (1b)
- the second control unit (S470) controls the first valve and the second valve so as to configure the above.
- the second control unit controls the first valve and the second valve, so that the battery heat exchanger, the refrigerant cooling heat exchanger, the radiator, and the pump To form a closed circuit in which the cooling medium circulates. For this reason, the cooling medium can be cooled by the outside air in the radiator in the radiator, and the refrigerant can be supercooled by the cooled cooling medium. As a result, the degree of supercooling of the refrigerant can be increased by utilizing the air outside the passenger compartment.
- the condenser (33) includes a heat exchanger that condenses refrigerant discharged from a compressor that constitutes the refrigeration cycle apparatus for an air conditioner, and liquid refrigerant that is discharged from the heat exchanger. You may comprise from the supercooling part to supercool.
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Abstract
Description
以下、第1実施形態を説明する。図1は、本実施形態における車両用温度調整装置の全体構成図である。本実施形態における車両用温度調整装置は、車両用空調装置として用いられるものであり、車室内の空気を温度調整対象物とする。 (First embodiment)
Hereinafter, the first embodiment will be described. FIG. 1 is an overall configuration diagram of a vehicle temperature control apparatus according to the present embodiment. The vehicle temperature adjustment device in the present embodiment is used as a vehicle air conditioner, and air in the passenger compartment is used as a temperature adjustment object.
上記第1実施形態では、冷凍サイクル11を、暖房にも冷房にも使用できるヒートポンプサイクルとした構成例を示したが、本第2実施形態では、図10(a)、(b)、(c)に示すように、冷凍サイクル11を、冷房として使用するクーラサイクルとしている。 (Second Embodiment)
In the said 1st Embodiment, although the refrigerating
本第3実施形態は、図11(a)、(b)、(c)に示すように、上記第2実施形態に内部熱交換器47を追加している。 (Third embodiment)
In the third embodiment, as shown in FIGS. 11A, 11B, and 11C, an
上記第1実施形態では、冬季の電池加熱部(熱発生部)として冷凍サイクル11(ヒートポンプサイクル)が用いられているが、本第4実施形態では、図12に示すように、冬季の電池加熱部(熱発生部)として冷凍サイクル11以外の加熱用機器48が用いられている。 (Fourth embodiment)
In the first embodiment, the refrigeration cycle 11 (heat pump cycle) is used as the battery heating section (heat generation section) in winter. In the fourth embodiment, as shown in FIG. A
上記第2、第3実施形態では、夏季の電池冷却部(熱発生部)として冷凍サイクル11が用いられているが、本第5実施形態では、図13に示すように、夏季の電池冷却部(熱発生部)として、冷凍サイクル11以外の冷却用機器49が用いられている。冷却用機器49としては、例えばペルチェ素子などが挙げられる。 (Fifth embodiment)
In the second and third embodiments, the
本第6実施形態は、制御装置13による制御処理の具体例を示すものである。まず、本実施形態の概要を説明する。上記特許文献2~4には、電池から発生する熱(熱エネルギー)を空調に使用する従来技術が記載されている。また、上記特許文献2~4には、充電時に電池に熱(熱エネルギー)を蓄積する従来技術も記載されている。 (Sixth embodiment)
The sixth embodiment shows a specific example of control processing by the
上記第1、第6実施形態では、充電時の外部電力を用いて二次電池1に熱(熱エネルギー)を蓄えるようになっているが、本第7実施形態では、車両の廃熱を二次電池1に蓄えるようになっている。 (Seventh embodiment)
In the first and sixth embodiments, heat (thermal energy) is stored in the
上述の第5実施形態では、二次電池に蓄えられた冷熱に基づいて車室内送風空気を冷却する例について説明したが、これに代えて、本実施形態では、二次電池に蓄えられた冷熱に基づいて室外熱交換器33から出た冷媒を過冷却する例について説明する。 (Eighth embodiment)
In the above-described fifth embodiment, the example in which the vehicle interior air is cooled based on the cold energy stored in the secondary battery has been described. Instead, in this embodiment, the cold energy stored in the secondary battery is described. The example which supercools the refrigerant | coolant which came out of the
電池冷却処理は、二次電池1aの温度を許容温度範囲(10℃~40℃)内に維持するために実施されるものである。許容温度範囲は、二次電池1aの十分な入力性能を維持するとともに、二次電池1aの使用可能期間が短くなることを抑制するために設定されている。入力性能とは、二次電池1aにおいて電力を蓄える性能のことである。図22に制御装置13が電池冷却処理を実行しているときの車載熱システム100の冷媒の循環経路、および冷却水の循環経路を示す。 (Battery cooling process)
The battery cooling process is performed to maintain the temperature of the
空調制御処理は、冷凍サイクル制御処理と冷却水回路制御処理とから構成されている。冷凍サイクル制御処理と冷却水回路制御処理とは時分割で実行される。 以下、冷却水回路制御処理に先だって、冷凍サイクル制御処理について説明する。図23、図24、図25、図26は車載熱システム100の冷媒の循環経路、および冷却水の循環経路を示す。 (Air conditioning control processing)
The air conditioning control process includes a refrigeration cycle control process and a cooling water circuit control process. The refrigeration cycle control process and the cooling water circuit control process are executed in a time-sharing manner. Hereinafter, the refrigeration cycle control process will be described prior to the cooling water circuit control process. 23, 24, 25, and 26 show the refrigerant circulation path and the cooling water circulation path of the in-vehicle
第1判定部として、室外熱交換器33の出口側冷媒温度が電池冷却水温度よりも高いか否かを判定する。このことにより、第2水冷媒熱交換器16において冷却水による冷媒の過冷却が実施可能か否かを判定する。 Next, in step S420, the temperature detected by the
As a 1st determination part, it is determined whether the exit side refrigerant | coolant temperature of the
Lcomp_org=Gr_rg×Δic ・・・・数式(2)
次に、本実施形態の冷凍サイクル11の冷媒流量をGr、本実施形態の冷凍サイクル11の圧縮機30の動力をLcompとすると、次の数式(3)、(4)が成立する。 Qreq = Gr_org × Δie_org (1)
Lcomp_org = Gr_rg × Δic (2)
Next, when the refrigerant flow rate of the
Lcomp=Gr×Δic ・・・・数式(4)
ここで、上述の如く、Δie_org<Δieであるため、Gr_org>Grが成立する。このため、Lcomp_org>Lcompが成立する。したがって、本実施形態の室内蒸発器19では、第2水冷媒熱交換器16を用いない冷凍サイクルに比べて圧縮機30の電動モータの回転数を低くしても同じ冷房性能が得られる。このため、冷凍サイクル11の成績係数COPを大きくすることができる。 Qreq = Gr × Δie (3)
Lcomp = Gr × Δic (4)
Here, as described above, since Δie_org <Δie, Gr_org> Gr is satisfied. Therefore, Lcomp_org> Lcomp is established. Therefore, in the
第2水冷媒熱交換器16の熱交換により冷却水の温度が上昇することを抑制することができる。よって、冷却水の温度上昇に伴って二次電池1aの温度が上昇することを抑制することができる。したがって、二次電池1aの温度が許容温度範囲よりも高くなることを避けることができる。これにより、二次電池1aにおいて十分な出力性能を確保しつつ、二次電池1aの使用可能期間が短くなることを抑制することができる。 In this embodiment, when the coolant temperature is higher than the threshold value, the
It is possible to suppress an increase in the temperature of the cooling water due to the heat exchange of the second water
上述の第8実施形態では、第1三方弁25から第2水冷媒熱交換器16に流れる冷却水の流れを冷却水用第1電磁弁20によって遮断して第2水冷媒熱交換器16における冷媒と冷却水との間の熱交換を停止した例について説明したが、これに代えて、本実施形態では、室外熱交換器33から第2水冷媒熱交換器16に流れる冷媒の流れを遮断して第2水冷媒熱交換器16における熱交換を停止する例について説明する。 (Ninth embodiment)
In the above-described eighth embodiment, the flow of the cooling water flowing from the first three-
(1)上記実施形態では、二次電池1に蓄えた熱(熱エネルギー)を空調に使用する例を示したが、空調だけでなく、二次電池1に蓄えた熱(熱エネルギー)を自動車構成部品(温度調整対象物)の暖機、冷却に使用してもよい。自動車構成部品としては、例えばエンジン、モータ、インバータ、トランスミッション、トランスアクスルなどが挙げられる。例えば、自動車構成部品を電池冷却水回路10に配置して、電池冷却水で加熱、冷却できるようにすればよい。 (Other embodiments)
(1) In the above embodiment, an example is shown in which heat (thermal energy) stored in the
図27のステップS430、S440、S460、S490の判定で用いる冷却水温度とした例について説明したが、これに代えて、(iv)、(v)、(vi)、(vii)のようにしてもよい。 In the above-described eighth embodiment, the refrigerant temperature between the outlet of the
Claims (19)
- 車室内の空気および車両の構成部品のうち少なくとも一方を温度調整対象物とする車両用温度調整装置であって、
熱を蓄積可能な熱容量要素(1)と、
低温側から吸熱して高温側に放熱する冷凍サイクル(11)と、
前記熱容量要素に蓄積した熱を前記冷凍サイクル(11)の冷媒と熱交換させる熱交換部(14、16)と、
前記冷凍サイクル(11)の冷媒が持つ熱を前記温度調整対象物に付与する熱付与部(19、31)とを備える車両用温度調整装置。 A vehicle temperature adjustment device that uses at least one of air in a passenger compartment and vehicle components as a temperature adjustment object,
A heat capacity element (1) capable of storing heat;
A refrigeration cycle (11) that absorbs heat from the low temperature side and dissipates heat to the high temperature side;
A heat exchanging section (14, 16) for exchanging heat accumulated in the heat capacity element with the refrigerant of the refrigeration cycle (11);
A vehicle temperature adjustment device comprising: a heat application unit (19, 31) that applies heat of the refrigerant of the refrigeration cycle (11) to the temperature adjustment object. - 前記熱付与部(31)は、前記冷凍サイクル(11)の冷媒によって前記温度調整対象物を加熱するようになっており、
前記熱交換部(14)は、前記冷凍サイクル(11)の低圧側に設けられている請求項1に記載の車両用温度調整装置。 The heat application unit (31) is configured to heat the temperature adjustment object with the refrigerant of the refrigeration cycle (11),
The vehicle temperature control device according to claim 1, wherein the heat exchange section (14) is provided on a low pressure side of the refrigeration cycle (11). - 前記熱付与部(19)は、前記冷凍サイクル(11)の冷媒によって前記温度調整対象物を冷却するようになっており、
前記熱交換部(16)は、前記冷凍サイクル(11)の高圧側に設けられている請求項1または2に記載の車両用温度調整装置。 The heat application unit (19) is configured to cool the temperature adjustment object with the refrigerant of the refrigeration cycle (11),
The said temperature exchanger (16) is a vehicle temperature control apparatus of Claim 1 or 2 provided in the high voltage | pressure side of the said refrigerating cycle (11). - 前記熱容量要素(1)に蓄積した熱を、前記冷凍サイクル(11)の冷媒を介することなく前記温度調整対象物に付与する第2熱付与部(15)を備える請求項1ないし3のいずれか1つに記載の車両用温度調整装置。 Either of the Claims 1 thru | or 3 provided with the 2nd heat provision part (15) which provides the heat | fever accumulate | stored in the said heat capacity element (1) to the said temperature regulation target object without passing through the refrigerant | coolant of the said refrigerating cycle (11). The vehicle temperature regulating device according to one.
- 前記熱容量要素(1)に蓄積した熱を前記熱交換部(14、16)によって前記冷凍サイクル(11)の冷媒と熱交換させる場合と、前記熱容量要素(1)に蓄積した熱を前記第2熱付与部(15)によって前記温度調整対象物に付与する場合とを切り替える切替部(20、21、26)を備える請求項4に記載の車両用温度調整装置。 When heat accumulated in the heat capacity element (1) is exchanged with the refrigerant of the refrigeration cycle (11) by the heat exchange section (14, 16), and heat accumulated in the heat capacity element (1) is The vehicle temperature control device according to claim 4, further comprising a switching unit (20, 21, 26) for switching between a case where the heat application unit (15) applies the temperature adjustment object.
- 前記熱容量要素(1)が蓄積する熱は、車両に搭載された蓄電機器を充電する時の外部電力を用いて与えられるものである請求項1ないし5のいずれか1つに記載の車両用温度調整装置。 The vehicle temperature according to any one of claims 1 to 5, wherein the heat accumulated in the heat capacity element (1) is supplied by using external electric power when charging a power storage device mounted on the vehicle. Adjustment device.
- 前記熱容量要素(1)は、車両に搭載された蓄電機器である請求項1ないし6のいずれか1つに記載の車両用温度調整装置。 The vehicle temperature control device according to any one of claims 1 to 6, wherein the heat capacity element (1) is a power storage device mounted on a vehicle.
- 前記熱容量要素(1)への熱の蓄積、および前記熱付与部(19、31)による前記温度調整対象物への熱の付与を断続する断続部(20、21、26、64)と、
前記熱容量要素(1)への熱の蓄積の要否を判定し、その判定結果に基づいて前記断続部(20、21、26、64)を制御する制御装置(13)とを備え、
前記制御装置(13)は、前記熱容量要素(1)への熱の蓄積が必要と判定した場合、まず前記熱容量要素(1)に熱が蓄積され、その後に、前記熱容量要素(1)に蓄積した熱が前記温度調整対象物に付与されるように前記断続部(20、21、26、64)を制御する請求項1ないし7のいずれか1つに記載の車両用温度調整装置。 Intermittent parts (20, 21, 26, 64) for intermittently accumulating heat in the heat capacity element (1) and applying heat to the temperature adjustment object by the heat applying part (19, 31);
A controller (13) for determining whether or not heat accumulation in the heat capacity element (1) is necessary, and for controlling the intermittent portion (20, 21, 26, 64) based on the determination result;
When the controller (13) determines that heat needs to be accumulated in the heat capacity element (1), heat is first accumulated in the heat capacity element (1), and thereafter, heat is accumulated in the heat capacity element (1). The vehicle temperature adjustment device according to any one of claims 1 to 7, wherein the intermittent portion (20, 21, 26, 64) is controlled so that the heat that has been applied is applied to the temperature adjustment object. - 車室内の空気および車両の構成部品のうち少なくとも一方を温度調整対象物とする車両用温度調整装置であって、
熱を蓄積可能な熱容量要素(1)と、
前記熱容量要素(1)に蓄積した熱を前記温度調整対象物に付与する熱付与部(15、19、31)と、
前記熱容量要素(1)への熱の蓄積、および前記熱付与部(15、19、31)による前記温度調整対象物への熱の付与を断続する断続部(20、21、26、64)と、
前記熱容量要素(1)への熱の蓄積の要否を判定し、その判定結果に基づいて前記断続部(20、21、26、64)を制御する制御装置(13)とを備え、
前記制御装置(13)は、前記熱容量要素(1)への熱の蓄積が必要と判定した場合、まず前記熱容量要素(1)に熱が蓄積され、その後に、前記熱容量要素(1)に蓄積した熱が前記温度調整対象物に付与されるように前記断続部(20、21、26、64)を制御する車両用温度調整装置。 A vehicle temperature adjustment device that uses at least one of air in a passenger compartment and vehicle components as a temperature adjustment object,
A heat capacity element (1) capable of storing heat;
A heat application unit (15, 19, 31) for applying heat accumulated in the heat capacity element (1) to the temperature adjustment object;
An intermittent portion (20, 21, 26, 64) for intermittently accumulating heat in the heat capacity element (1) and applying heat to the temperature adjustment object by the heat applying portion (15, 19, 31); ,
A controller (13) for determining whether or not heat accumulation in the heat capacity element (1) is necessary, and for controlling the intermittent portion (20, 21, 26, 64) based on the determination result;
When the controller (13) determines that heat needs to be accumulated in the heat capacity element (1), heat is first accumulated in the heat capacity element (1), and thereafter, heat is accumulated in the heat capacity element (1). The vehicle temperature adjusting device that controls the intermittent portion (20, 21, 26, 64) so that the heat that has been applied is applied to the temperature adjustment object. - 前記制御装置(13)は、前記熱容量要素(1)の目標温度を算出し、前記目標温度に基づいて前記断続部(20、21、26、64)を制御するようになっており、
前記制御装置(13)は、前記熱容量要素(1)への熱の蓄積が必要と判定した場合と、前記熱容量要素(1)への熱の蓄積が不要と判定した場合とで前記目標温度を変化させるように構成させる請求項8または9に記載の車両用温度調整装置。 The control device (13) calculates a target temperature of the heat capacity element (1), and controls the intermittent portion (20, 21, 26, 64) based on the target temperature.
The control device (13) sets the target temperature when it is determined that heat accumulation in the heat capacity element (1) is necessary and when it is determined that heat accumulation in the heat capacity element (1) is unnecessary. The vehicle temperature control device according to claim 8 or 9, wherein the vehicle temperature control device is configured to be changed. - 前記制御装置(13)は、前記熱容量要素(1)への温熱の蓄積が必要と判定した場合の前記目標温度を、前記熱容量要素(1)への温熱の蓄積が不要と判定した場合の前記目標温度よりも高く設定する請求項10に記載の車両用温度調整装置。 The control device (13) sets the target temperature when it is determined that accumulation of warm heat to the heat capacity element (1) is necessary, and the target temperature when it is determined that accumulation of warm heat to the heat capacity element (1) is unnecessary. The vehicle temperature control device according to claim 10, wherein the temperature control device is set higher than the target temperature.
- 前記制御装置(13)は、前記熱容量要素(1)への冷熱の蓄積が必要と判定した場合の前記目標温度を、前記熱容量要素(1)への冷熱の蓄積が不要と判定した場合の前記目標温度よりも低く設定する請求項10または11に記載の車両用温度調整装置。 The control device (13) determines the target temperature when it is determined that the accumulation of cold energy in the heat capacity element (1) is necessary, and the target temperature when it is determined that accumulation of cold energy in the heat capacity element (1) is unnecessary. The vehicle temperature adjusting device according to claim 10 or 11, wherein the temperature adjusting device is set lower than a target temperature.
- 前記車両に残っている熱を前記熱容量要素(1)に回収する熱回収部(10、60)を備え、
前記断続部(20、21、26、64)は、前記熱回収部(10、60)による熱の回収を断続可能になっており、
前記制御装置(13)は、前記車両のイグニッションスイッチがオフされると前記熱回収部(10、60)による熱の回収が開始されるように前記断続部(20、21、26、64)を制御する請求項8ないし12のいずれか1つに記載の車両用温度調整装置。 A heat recovery section (10, 60) for recovering heat remaining in the vehicle to the heat capacity element (1);
The intermittent part (20, 21, 26, 64) is capable of intermittently recovering heat by the heat recovery part (10, 60),
The control device (13) causes the intermittent portion (20, 21, 26, 64) to start recovering heat by the heat recovery portion (10, 60) when the ignition switch of the vehicle is turned off. The vehicle temperature control device according to any one of claims 8 to 12, which is controlled. - 前記車両に残っている熱を前記熱容量要素(1)に回収する熱回収部(10、60)を備え、
前記断続部(20、21、26、64)は、前記熱回収部(10、60)による熱の回収を断続可能になっており、
前記制御装置(13)は、走行中に前記車両に熱が余っているか否かを判定し、前記車両に熱が余っていると判定した場合、走行中であっても前記熱回収部(10、60)による熱の回収が行われるように前記断続部(20、21、26、64)を制御する請求項8ないし12のいずれか1つに記載の車両用温度調整装置。 A heat recovery section (10, 60) for recovering heat remaining in the vehicle to the heat capacity element (1);
The intermittent part (20, 21, 26, 64) is capable of intermittently recovering heat by the heat recovery part (10, 60),
The control device (13) determines whether or not there is excess heat in the vehicle during traveling. If it is determined that the vehicle has excessive heat, the heat recovery unit (10) The temperature control device for a vehicle according to any one of claims 8 to 12, wherein the intermittent portion (20, 21, 26, 64) is controlled so that heat is recovered by (60). - 二次電池(1a)と冷却媒体との間で熱交換する電池用熱交換器(1b)と、
冷媒を循環させる空調装置用冷凍サイクル装置(11)を構成する凝縮器(33)から減圧器(37、44)に流れる前記冷媒を前記冷却媒体によって冷却させる冷媒冷却用熱交換器(16)と、
前記電池用熱交換器および前記冷媒冷却用熱交換器の間で冷却媒体を循環させるポンプ(12)と、
前記電池用熱交換器から出る冷却媒体を前記冷媒冷却用熱交換器を迂回して前記電池用熱交換器の入口側に導くための迂回通路(23)と、
前記迂回通路および前記冷媒冷却用熱交換器のうちいずれか一方と前記電池用熱交換器との間を開放し、前記迂回通路および前記冷媒冷却用熱交換器のうちいずれか一方以外の他方と前記電池用熱交換器と閉じる第1弁(26)と、
前記冷却媒体を冷却する冷却器(14)と、
前記二次電池が充電器(2)によって充電されるとき、前記冷却器によって前記冷却媒体を冷却させて、かつ前記迂回通路と前記電池用熱交換器との間を開けて前記電池用熱交換器、前記迂回通路、および前記ポンプによって前記冷却媒体が循環する閉回路を構成させるように前記第1弁を制御する第1制御部と、
前記冷却媒体の温度を取得する第1温度取得部(S420)と、
前記凝縮器から前記減圧器に流れる冷媒の温度を取得する第2温度取得部(S410)と、
前記第1温度取得部により取得される温度が前記第2温度取得部により取得さられた温度よりも低いか否かを判定する第1判定部(S430)と、
前記第1制御部の実行後に前記第1温度取得部により取得された温度が前記第2温度取得部により取得された温度よりも低いと前記第1判定部が判定したときに、前記電池用熱交換器と前記冷媒冷却用熱交換器との間を開けて前記電池用熱交換器、前記冷媒冷却用熱交換器、および前記ポンプによって前記冷却媒体が循環する閉回路を構成させるように前記第1弁を制御する第2制御部(S470、S480)と、を備える車載用熱システム。 A battery heat exchanger (1b) for exchanging heat between the secondary battery (1a) and the cooling medium;
A refrigerant cooling heat exchanger (16) for cooling the refrigerant flowing from the condenser (33) to the decompressor (37, 44) constituting the refrigeration cycle apparatus (11) for circulating the refrigerant by the cooling medium; ,
A pump (12) for circulating a cooling medium between the battery heat exchanger and the refrigerant cooling heat exchanger;
A bypass path (23) for guiding the cooling medium exiting from the battery heat exchanger to the refrigerant heat exchanger and leading to the inlet side of the battery heat exchanger;
Opening between one of the bypass passage and the refrigerant cooling heat exchanger and the battery heat exchanger, and the other of the bypass passage and the refrigerant cooling heat exchanger. A first valve (26) for closing the battery heat exchanger;
A cooler (14) for cooling the cooling medium;
When the secondary battery is charged by the charger (2), the cooling medium is cooled by the cooler, and the battery heat exchanger is opened by opening the bypass passage and the battery heat exchanger. A first control unit that controls the first valve so as to form a closed circuit in which the cooling medium circulates by a condenser, the bypass passage, and the pump;
A first temperature acquisition unit (S420) for acquiring the temperature of the cooling medium;
A second temperature acquisition unit (S410) for acquiring the temperature of the refrigerant flowing from the condenser to the decompressor;
A first determination unit (S430) that determines whether the temperature acquired by the first temperature acquisition unit is lower than the temperature acquired by the second temperature acquisition unit;
When the first determination unit determines that the temperature acquired by the first temperature acquisition unit after execution of the first control unit is lower than the temperature acquired by the second temperature acquisition unit, the battery heat The closed circuit is configured such that the cooling medium is circulated by the battery heat exchanger, the refrigerant cooling heat exchanger, and the pump by opening a gap between the exchanger and the refrigerant cooling heat exchanger. A vehicle-mounted heat system comprising: a second control unit (S470, S480) that controls one valve. - 前記第1温度取得部により取得された温度が閾値よりも低いか否かを判定する第2判定部(S440)を備え、
前記第1温度検出部により求められた温度が前記閾値よりも低いと前記第2判定部が判定したときには前記第2制御部が実行され、前記第1温度検出部により求められた温度が前記閾値よりも高いと前記第2判定部が判定したときには前記第2制御部が実行されないように構成される請求項15に記載の車載用熱システム。 A second determination unit (S440) for determining whether the temperature acquired by the first temperature acquisition unit is lower than a threshold;
When the second determination unit determines that the temperature obtained by the first temperature detection unit is lower than the threshold value, the second control unit is executed, and the temperature obtained by the first temperature detection unit is the threshold value. The in-vehicle thermal system according to claim 15, wherein the second control unit is configured not to be executed when the second determination unit determines that the value is higher than the upper limit. - 前記冷却器(14)は、前記空調装置用冷凍サイクル装置を構成し、かつ前記減圧器から圧縮機に流れる冷媒により冷却媒体を冷却する蒸発器である15または16に記載の車載用熱システム。 The on-vehicle thermal system according to 15 or 16, wherein the cooler (14) is an evaporator that constitutes the refrigeration cycle apparatus for an air conditioner and that cools a cooling medium with a refrigerant flowing from the decompressor to a compressor.
- 前記冷媒冷却用熱交換器(16)の入口および出口の間で配置されて、前記冷却媒体を車室外空気により冷却するラジエータ(24)と、
前記ラジエータ、前記冷媒冷却用熱交換器(14)、および前記電池用熱交換器(1b)の間を開閉する第2弁(20、25)と、
前記車室外空気の温度を取得する第3温度取得部(S400)と、
前記第3温度取得部により取得される温度が前記第1温度取得部により取得される温度に比べて低いか否かを判定する第3判定部(S460)と、を備え、
前記第3温度取得部により取得される温度が前記第1温度取得部により取得される温度に比べて低いと前記第3判定部が判定したときには、前記ラジエータ、前記冷媒冷却用熱交換器(14)、および前記電池用熱交換器(1b)の間を開けて前記電池用熱交換器、前記冷媒冷却用熱交換器、前記ラジエータ、および前記ポンプによって前記冷却媒体が循環する閉回路を構成させるように前記第2制御部(S470)が前記第1弁および前記第2弁を制御する請求項15ないし17のいずれか1つに記載の車載用熱システム。 A radiator (24) disposed between an inlet and an outlet of the refrigerant cooling heat exchanger (16) to cool the cooling medium with outside air;
A second valve (20, 25) for opening and closing between the radiator, the refrigerant cooling heat exchanger (14), and the battery heat exchanger (1b);
A third temperature acquisition unit (S400) for acquiring the temperature of the vehicle exterior air;
A third determination unit (S460) for determining whether the temperature acquired by the third temperature acquisition unit is lower than the temperature acquired by the first temperature acquisition unit;
When the third determination unit determines that the temperature acquired by the third temperature acquisition unit is lower than the temperature acquired by the first temperature acquisition unit, the radiator and the refrigerant cooling heat exchanger (14 ) And the battery heat exchanger (1b) to form a closed circuit in which the cooling medium is circulated by the battery heat exchanger, the refrigerant cooling heat exchanger, the radiator, and the pump. The in-vehicle thermal system according to any one of claims 15 to 17, wherein the second control unit (S470) controls the first valve and the second valve. - 前記凝縮器(33)は、前記空調装置用冷凍サイクル装置を構成する圧縮機から吐出される冷媒を凝縮する熱交換器と、この熱交換器から出る液冷媒を過冷却する過冷却部とから構成されている15ないし18のいずれか1つに記載の車載用熱システム。 The condenser (33) includes a heat exchanger that condenses the refrigerant discharged from the compressor that constitutes the refrigeration cycle apparatus for the air conditioner, and a supercooling unit that supercools the liquid refrigerant coming out of the heat exchanger. The vehicle-mounted heat system according to any one of 15 to 18, which is configured.
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Also Published As
Publication number | Publication date |
---|---|
CN103492204A (en) | 2014-01-01 |
DE112012001744T5 (en) | 2014-01-23 |
US9796241B2 (en) | 2017-10-24 |
JP5861495B2 (en) | 2016-02-16 |
DE112012001744B4 (en) | 2020-02-20 |
US20140041826A1 (en) | 2014-02-13 |
CN103492204B (en) | 2015-09-30 |
JP2012232730A (en) | 2012-11-29 |
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